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Class _:X2AQ4_ 
Book, -T r%_ 
Copyright }^°_ 

COPYRrCHT DEPOSm 





£inergencies and Their Remedies 

By GEO. L. FOWLER, M. E. 



— BERING — 
AN UP-TO-DATEJ CATECHISM TREATING ON ACCIDENTS AND 
BREAKDOWNS ON THE ROAD AND HOW TO REPAIR THEM. 
EVERY KIND OF AN ACCIDENT WHICH IS LIKELY TO 
OCCUR TO A LOCOMOTIVE ENGINE W^HILE IN SERV- 
ICE IS FULLY DISCUSSED AND ITS REMEDY GIVEN. 
COMPOUTND LOCOMOTIVES ARE INCLUDED 
SO THAT RAILROAD MEN MAY POST THEM- 
SELVES IN REGARD TO EMERGENCY 
WORK IN CONNECTION WITH THIS 

CLASS OF ENGiNK^' ,, . ^-o^ \^ * 

— ^ % 

Containing questions and their answers covering the sub- 
ject in a most complete manner, being intended as ex- 
amination questions for engineers and firemen, as 
well as all practical railroad men. A book 
that tells you what to do in any emergency. 



NEW YORK 

TH:^ NORMAN W. HENLEY PUBLISHING CO. 

132 Nassau Strekt 

1903 




-x^ 



THE L 



Two Copitts fiecmvee 

OCT 14 1903 

CLaS^ oc-XXc. N© 
COPY 8, 






Copyrighted 1903 

BY 

THK NORMAN W. HKNI^KY PUBUSHING CO. 




Composition, Printing and Klectrotyping 

By 

Macgowan & Slipper 

30 Beekman Street, New York, N. Y., U. S A. 



PREFACE. 



In presenting this collection of remedies for emergency loco- 
motive work, it is impossible to make the claim of originality for 
all of them. All available sources of information on the subject 
have been freely used, and if credit has not been given for special 
devices to any particular publication, it is because, in many instances, 
it is difficult or impossible to properly do so, and because acknowl- 
edgment is hereby tendered to the whole range of railroad technical 
journalism in this country. 

A criticism wull probably be made by many on account of the 
small amount of space devoted to the Air Brake, whose diseases 
are such a prolific source of discussion. The reason for this ap- 
parent neglect lies in the fact that an authoritative "Air Brake Cate- 
chism," by Robert H. Blackall, has been published, which should 
be consulted. 

An apology should perhaps be offered for the chapter on Engine 
Repairs, in which there are illustrated a number of handy devices 
used in the shops. These, of course, fail to come wnthin the limits 
of road emergencies, but may be considered to be valuable where 
time is an important element, demanding an instant recourse to 
some means of effecting what practically amounts to emergency 
repairs. 

Finally, in the chapter on the First Aid to the Injured a few 
simple directions have been given for the application of bandages 
and the treatment of injuries, as well as the movement of the 
patient by men who are not nurses or physicians, and who have no 
knowledge of the location of the bones, arteries, or other parts of 
the body, but who can nevertheless give such temporary aid that 
suffering will be alleviated and possibly life saved. 

It is hoped the perusal and study of this book will enable the 
reader to cope with such accidents to his locomotive as may 
occur in service. G. L. Fowler, M.E. 

October, 1903. 



TABLE OF CONTENTS. 



chapter. page 
Preface. 
Introduction. 

I. Defective Valves 15 

II. Accidents to the Valve Motion 34 

III. Accidents to Cylinders, Steam Chests, and Pistons. . 56 

IV. Accidents to Guides, Crossheads, and Rods 67 

V. Accidents to Running Gears 78 

VI. Truck and Frame Accidents pd 

VII. Boiler Troubles 108 

VIII. Defective Throttle and Steam Connections 126 

IX. Defective Draft Appliances 129 

X. Pump and Injector Troubles 134 

XL Accidents to Cab Fixtures 145 

XII. Tender Accidents 153 

XIII. Miscellaneous Accidents 156 

XIV. Compound Locomotive Accidents 174 

XV. Tools and Appliances for Making Engine Repairs 203 

X VI. Air Brake Troubles 217 

XVII. Aid to the Injured 22f 



LIST OF ILLUSTRATIONS. 



PAGE 

Fig. I. Valve Stem Clamp i8 

Fig. 2. Method of Blocking Crosshead with Four-Bar Guides 20 

Fig. 3. Method of Blocking a Laird Crosshead 21 

Fig. 4. Method of Lashing Blocking for Alligator Cross- 
head 21 

Fig. 5. Blocking Ports with Valve Removed 22 

Fig. 6. Method of Blocking Valve with Broken Valve Stem.. 22 

Fig. 7. Holding Board Over Stuffing Box 23 

Fig. 8. Repairs to a Broken Packing Box Gland 25 

Fig. 9. Closing Stuffing Box when the Gland is Broken 26 

Fig. 10. The Tilting Action of the Yoke on the Valve 29 

Fig. II. Blocking Piston Valve in Central Position with Wood 

at Each End 31 

Fig. 12. Method of Blocking Piston Valve with Steam Pres- 
sure 32 

Fig. 13. Stuffing Box Packed with Hemp on Top of Broken 

Ring 34 

Fig. 14. Rocker Arm Tied to Frame to Clear Link z'j 

Fig. 15. Link Blocked and Held by Wood Over Link Block. . 38 
Fig. 16. Link Blocked at Top and Bottom for Broken Lifting 

Shaft 40 

Fig. 17. Blocking for Broken Lower End of Reverse Lever or 

Broken Reverse Lever Fulcrum 42 

Fig. 18. Blocking for Broken Reverse Lever 42 

Fig. 19. Lashing Lifting Arm to Beam Laid Across Frame... 43 

Fig. 20. Clamping Two Eccentric Rods Together 45 

Fig. 21. Location of Eccentrics Relatively to the Crank 46 

Fig. 22. Side Elevation of Link Motion. 50 

Fig. 23. Application of Tram to Valve Stem 52 

Fig. 24. Measuring Position of Link Block Relatively to Axle. 53 

Fig. 25. Tramming Driving Wheel to Locate the Dead Center 54 

Fig. 26. Hydrostatic Piston-Rod Remover 57 

Fig. 27. Method of Blocking Port for Broken Cylinder Head. 58 
Fig. 28. Method of Blocking Steam Passages with Broken 

Steam Chest ^Z 



List of Illustrations, 

PAGE 

Fig. 29. Clamping Board Over Port with Steam Chest 64 

Fig. 30. Blocking of Piston with Board Inside of Cylinder.... 68 

Fig. 31. Method of Blocking for Broken Driving Axle 80 

Fig. 32, Chaining Underhang Equalizer When Main Driving 

Axle is Broken 80 

Fig. 33. Holding Up Rear End of Engine With Rails Chained 
to Frame and Tender for Broken Rear Driving 
Axle or Wheel 80 

Blocking up Axle with Broken Driving Wheels 82 

Blocking Beneath Spring Stirrup to Relieve Broken 
Driving Box Brass 85 

Striking Piece for Equalizer with a Cracked Spring 
. Plate 90 

^Method of Blocking Frame with Broken Main Driv- 
ing Spring or Hanger 90 

Blocking for Broken Driving Spring of Ten- Wheeled 
Engines 94 

Method of Chaining Four- Wheeled Truck Frame with 
a Broken Front Axle 95 

Method of Chaining Truck Equalizer on Mogul and 
Consolidation Locomotives with Broken Truck or 

Truck Axle 96 

Fig. 41. Method of Chaining Truck Equalizer on Mogul or 
Consolidation Locomotives with Broken Truck or 
Truck Axle . 99 

Outline of Method of Blocking Four-Wheeled Truck 
with Broken Frame 100 

Method of Chaining Four-Wheeled Truck with 
Broken Spring Hanger loi 

Method of Blocking Engine Truck Frame with Broken 
Spring 103 

Method of Blocking a Mogul or Consolidation Loco- 
motive with a Broken Equalizer 105 

Method of Blocking a Mogul or Consolidation Loco- 
motive with a Broken Cross Equalizer 105 

An Alternative Method of Blocking a Mogul or Con- 
solidation Locomotive with a Broken Cross 

Equalizer 10^ 

Fig. 48. Pole Sharpened for Plugging Tube and Ready for 

Insertion m 



Fig. 
Fig. 


34. 

35. 


Fig. 


36. 


Fig. 


37' 


Fig. 


38. 


Fig. 


39. 


Fig. 


40. 



Fig. 


42. 


Fig. 


43. 


Fig. 


44. 


Fig. 


45. 


Fig. 


46. 


Fig. 


47- 



List of Illustrations. 

PAGE 

Fig. 49. A Plugged Tube 1 1 1 

Fig. 50. The Morgan Tube Stopper 112 

Fig. 51. Lap Seam 116 

Fig. 52. A Welt Seam 116 

Fig. 53. A Bagged Crownsheet 121 

Fig. 54. Plate Bolted Over Tee Head for Broken Steam Pipe. 128 

Fig. 55. The Master Mechanic's Front End 131 

Fig. 56. Boarding Used to Replace Broken Front Casting.... 132 

Fig. 57. Section of Locomotive Boiler Pump 143 

Fig. 58. The Nathan Cylinder Lubricator 146 

Fig. 59. The Gollmar Bell Ringer 150 

Fig. 60. Spliced Tender Hose 153 

Fig. 61. Chained up Tender Truck 154 

Fig. 62. Common Wrecking Frog 160 

Fig. 63. Wrecking Wedges for Re-Railing Wheels 160 

Fig. 64. The Alexander Wrecking Frog 161 

Fig. 65. The Cooke Wrecking Frog 162 

Fig. 66. Section of Intercepting Valve of the Richmond Two- 
Cylinder Compound Locomotive 175 

Fig. 67. Section of By-Pass Valve of Richmond Compound 

Locomotive in Open and Closed Position 180 

Fig. 68. Plugged By-Pass Valve of Richmond Compound Loco- 
motive 182 

Fig. 69. Intercepting Valve of the Schenectady Compound 

Locomotive when Working as a Simple Engine. .. . 186 
Fig. 70. Intercepting Valve of the Schenectady Compound 
Locomotive in Position for Working as a Com- 
pound 188 

Fig. 71. Longitudinal Section of Valve of Vauclain Compound 

Locomotive 199 

Fig. 72. Bracket for Supporting Side or Main Rods 204 

Fig. 73. Lever for Holding Side and Main Rods 204 

Fig. 74. Tongs for Removing Oil Box Cellars 204 

Fig. 75. Device for Lighting Headlights 205 

Fig. 76. Hydraulic Bolt Starter 206 

Fig. 77. Cannon Bolt Starter 207 

Fig. 78. Air Ram for Removing Bolts 208 

Fig. 79. Common Knots and Hitches 209 

Fig. 80. Diagram of Frame Weld 213 

Fig. 81. Method of Strengthening a Cracked Bridge 214 



List of Illustrations. 

PAGE 

Fig. 82. Banded Crank 215 

Fig. 83. Strengthening Crank, with Dove-tailed Insert 215" 

Fig. 84. Eight-Inch Westinghouse Air Pump 218 

Fig. 85. Nine-and-one-half Inch Westinghouse Air Pump.... 221 

Fig. 86. Application of Triangular Bandage to the Head 231 

Fig. 87. Temple and Jaw Tied with Triangular Bandage 231 

Fig. 88. Triangular Bandages Used as a Sling and about a 

Wounded Arm 232 

Fig. 89. Triangular Bandage Tied About the Hand 233 

Fig. 90. Wounded Hand Bandaged with a Strip Bandage 233 

Fig. 91. Tourniquet Applied to Limb 233 

Fig. 92. The Fireman's Lift, First Position 235 

Fig. 93. The Fireman's Lift, Second Position 235 

Fig. 94. The Fireman's Lift, Third Position 236 

Fig. 95. The Fireman's Lift, Fourth Position 236 

Fig. 96. The Fireman's Lift, Fifth and Final Position with 

the Patient on the Shoulders 236 



Locomotive Breakdowns, 
Emergencies, and Their Remedies^ 



INTRODUCTION. 

Q, What are the iirst duties of the engineer m case of 
tlie hreakdoum upon the road? 

A. The first thing to be done after stopping, is to see 
to it that the train is protected by flagmen in both directions 
in case of a single track road, and in the rear on a double 
track. If the nature of the accident is such that both tracks 
of a double track road are in any way obstructed, flagmen 
should be sent to the front as well as the rear. Should the 
breakdown be one that is likely to require much time to put 
the engine in running order, word should be sent to the 
nearest telegraph station, flagging a passing train to send 
the message if necessary. 

The next thing to do is to determine the character of the 
mishap and locate the damage ; ascertaining whether it will 
be necessary to ask for outside assistance, and, if it will be, 
sending to the nearest telegraph station for the same at 
once. Finally, work should be started immediately to put 
the engine in condition to move. There is almost always 
something that can be done before outside help arrives that 
will facilitate the preparations and shorten the time during 
which the disabled engine will be blocking the tracks. 

II 



12 Locomotive Breakdowns. 

Q. Name a few of the principal troubles that are to be 
looked for on a locomotive. 

A. The troubles experienced in every day service on loco- 
motives are those ordinarily due to v^ear and tear and to 
bad water and coal. These may cause the valves and pistons 
to leak and blow ; the moving parts of the machinery to 
pound while in motion ; the draft to become insufficient to 
maintain the fire at the proper intensity to generate a suffi- 
cient quantity of steam; the injectors to fail to work, and 
the boiler to prime or foam. 

Q. Are any of the troubles named above dangerous to 
the operation of the locomotive? 

A. That will depend upon the degree to which the defect 
has been allowed to advance. In the case of a blowing valve 
or piston there is usually little danger in running, provided 
that it is due to simple wear and not to a broken part. 
Where the pounding is light there may be no immediate 
danger; but this defect will continually increase and, when 
it is allowed to become excessive, a breakdown may be the 
result. Where the water is of such a character as to cause 
the boiler to foam or prime there is danger that water may 
be carried over to the cylinders and cause a breakage there. 
A poor draft may merely mean a delayed train. It should 
always be remembered, however, that any defect, no mat- 
ter how slight, may be the direct cause of greater ones, 
which may result in a breakdown or disaster. 

Q. What are the duties of the engineer in regard to 
these classes of defects? 

A. He should observe them closely and, in case they 



Introduction. 13 

appear to indicate a dangerous condition of affairs, he 
should stop at once and apply the proper remedy. Should 
there be no apparent danger of an immediate breakdown 
he should proceed to the terminal and report the defect to 
the roundhouse foreman for repairs. 

Q. What preparation should be made in order to he able 
to deal with emergencies and accidents rapidly and without 
hesitation? 

A. In the first place the engineer should familiarize 
himself with all of the details of locomotive construction 
and especially of that class which he is called upon to run. 
It will be found that each will possess some pecuHarity of 
construction that will make it necessary to modify the in- 
structions given in the following pages to a greater or less 
extent. This will be especially true of those calling for 
blocking and chaining where the parts are closely crowded 
together. It will be well, then, as a preparation for what 
may happen, to go over the particular engine in detail and 
see what can and must be done in the case of a breakdown 
of any individual part. This will be a particularly valuable 
preparation in the matter of fastening and chaining in con- 
nection with the springs, driving boxes and related parts. 
In short, it should be borne in mind that it is the man who 
has worked out the problem in advance that is the one who 
is ready to deal with an emergency. 



CHAPTER I. 
Valve Defects. 

Q. How is a blow in a valve detected f 

A. The principal difference between the blowing of a 
valve and a piston in the cylinder is that that of the valve 
is apt to be the more steady of the two. There is also a 
difference in the sound which it is impossible to describe 
and which can only be learned by actual experience on an 
engine. The only suggestion that can be made is that a 
valve blow is apt to have a suggestion of a whistle in it, 
while that of the piston partakes more of the nature of a 
roar. This sound can be heard more distinctly if the furnace 
door is open than if it is closed. 

Q. Is an intermittent blow a sure indication that it is 
not caused by a valve f 

A. No. A valve sometimes leaks intermittently, produc- 
ing a corresponding blow. That is to say, it may not leak 
at all points of its travel, or it may become tilted at some one 
point, thus allowing the steam to blow through. This latter 
usually occurs at the end of the travel, but rarely or never 
happens at all with the balanced valves. 

Q. Is a whistling in the exhaust a certain indication of a 
leaky valve f 

A. No. If the exhaust nozzles or passages become 
clogged or gummed with oil from the cylinder, they fre- 
quently produce a whistling in the exhaust that closely 
resembles the sound caused by a leaky valve. 

15 



i6 Locomotive Breakdowns. 

Q. Having determined that it is a valve that is causing 
the blow, how can it he located? 

A. As the valve blow is apt to be continuous no indica- 
tion of its location can be obtained by watching the effect 
of crank positions on the sound. The test can best be ap- 
plied when the engine is at rest. Adjust the valve motion 
so that the rocker arm is vertical and the valve is in its mid 
position and then, by admitting a little steam, the blow can 
be heard quite distinctly. A method of determination while 
the engine is in motion, is to go out upon the running board 
while it is moving slowly and yet working hard and place 
the foot upon the valve rod. The side upon which the blow 
takes place is apt to tremble and show signs of an extra 
stress. This, however, may also be due to the hard run- 
ning of the valve on account of insufficient lubrication. 
Still another means is to place the engine on the quarters 
successively, open the throttle a very little and move the 
reverse lever to and fro. The leak will be upon that side 
having the crank pins on the quarter when the reverse 
lever moves with the greater difficulty. 

Finally the same principle may be applied while the en- 
gine is in motion, by unlatching the reverse levers and hold- 
ing it by hand when moving slowly and noticing the location 
of the cranks when a distinct jerk takes place. The blov/ 
will usually be found to be on the side whose cranks were 
on the quarters when this occurs. 

Q. What is apt to he the first indication of a leaky valve? 

A. If the leak is due to a broken strip, the blow may 
announce itself suddenly and with full force. If it is due to 



Valve Defects. 17 

^ear of the valve face or seat It is apt to come on gradually, 
increasing from day to day with the abrasion of the two 
parts in contact. 

Q. What is the characteristic feature of a blow resulting 
from a leaking piston? 

A. It is apt to come on suddenly and is intermittent. 

Q. How can a piston blozu be located? 

A. Place the engine with the cranks on the quarter suc- 
cessively and with the reverse lever in the forward notch 
start the throttle slightly; taking care to have the cylinder 
cocks open. If steam appears at both cocks of the piston 
^^hose crank is on the quarter, the leak is on that side. 
Where the steam appears at one cock only the piston is tight. 

Q. If, in making this test, steam does appear at both 
cylinder cocks is it a positive evidence of a leaky piston? 

A. No. It may be due to a broken bridge between the 
ports of the cylinder casting, which would allow steam to 
pass through from the steam chest or ports to both ends of 
the cylinder at once. 

Q. Hozv can it be ascertained whether the blozi' is due to 
ihis cause or not? 

A. By testing the matter with the reverse lever in both 
forward and back positions. If steam appears at but one 
cylinder cock with the lever in one position and at both 
cocks when in the other it is a sign that a broken bridge 
will be found to be the cause of a blow. 

Q. In case a violent and steady blow is suddenly dez'el- 
oped to what can it probably be attributed? 

A. To a breakage of a valve, or a portion of the cylinder 



i8 



Locomotive Breakdowns. 



casting within the steam chest, or to some of the valve 
connections, such as yoke, stem or packing strips. 

Q. What should he done under these circumstances? 

A, Stop at once and ascertain the exact cause, by remov- 
ing the steam chest cover. 

Q, In case it is found that a bridge has been broken what 
should be done? 

A. If the valve has not been injured, the broken pieces 




mf TiT^ 




Fig. I,— Vai,v^ Ste;m Ci.amp. 



of the bridge should be removed and the valve clamped in 
the central position with a valve stem clamp similar to that 
shown in Fig. i . It consists of the two parts A A, with V 
notches for setting down over the valve stem and bolts for 
tightening it so that it will hold. Each is also provided with 



Valve Defects. 19 

an extension and slotted hole for setting over the gland 
studs, the nuts of which will hold it in the proper position. 
The method of application is to first adjust the valve, then 
slip the clamps into position and up against the face of the 
gland. Then tighten the clamping bolts, after which the 
gland nuts can be run home, thus firmly fixing the valve in 
the position in which it is placed. 

Before fixing the valve the valve rod should be discon- 
nected from the rocker arm and separated from the valve 
stem. As this disables the engine on one side the other 
w^orking parts should be disconnected also. 

Q. How is an engine to be disconnected in case of a 
disabled valve f 

A. The valve rod should be disconnected from the rocker 
arm as already stated in the answer to the previous question. 
If the valve rod cannot be readily removed, it should be 
sprung slightly to one side to prevent the rocker arm from 
striking it. It will not be necessary to disconnect the link or 
eccentric rods. 

The connecting rod should be taken down, and the cross- 
head pushed to the extreme limit of its stroke and then 
blocked in position. As a general statement, it may be said 
that it makes no difference at which end of the stroke the 
crosshead is blocked, but on some consolidation, mogul and 
ten-wheeled engines the crankpin of the forward driving 
wheel will not clear the crosshead with the latter blocked 
at the back end of its stroke. It is well, therefore, to always 
block the crosshead and piston at the extreme front end of 
the stroke. 



20 



Locomotive Breakdowns. 



Q. How is the crosshead to he blocked when discon- 
necting? 

A. In case of a crosshead working in four-bar guides, 
the blocking is done as shown in Fig. 2. The crosshead is 
pushed with the piston to the extreme forward end of the 
stroke and a block of wood, A, is inserted between the guides 
completely filling the space between the back end of the 
crosshead and the guide block. The block is itself held in 



r 




Fig. 2. 



-Me:thod of Bi^ocking Crosshead with Four-Bar 
Guide:s. 



place by lashing or wrought iron straps B bolted to either 
side of the block A by a single through bolt. 

For crossheads of the Laird type, the block may be fitted 
against the bottom of the guide and held in position by 
lashing or by straps and bolts as shown in Fig. 3. 

For crossheads of the alligator type working between 
two guides, the same method of fastening can be used as in 
Fig. 3. Should the straps and bolts not be available for 
holding the block, it can be lashed in place as shown in Fig. 4. 

Q. What should be done in case a valve is broken? 

A. In case the valve is still in such a condition that it 



Valve Defects. 



21 



can be used to cover both the steam ports, set it in the cen- 
tral position and clamp it there by means of the valve stem 
clamp (see Fig. i) and then disconnect one side (see page 




Fig. 3. — Method oi^ Blocking a Laird Crosshe;ad. 

19) and block the crosshead (see Figs. 2, 3, and 4). The 
engine can then be run with the other side. 

In case the valve is so badly damaged that it cannot be 
used, as indicated, the ports may be blocked by fitting strips 
into them or a board may be laid over the whole valve seat 
as in Fig. 5 and be held down by blocking against which 




Fig. 4. — Method o:^ Lashing Blocking for Alligator 
Crosshead. 



the steam chest cover is made to bear, thus holding the 
whole in position. It is particularly important that this 
board have a bearing all round the inlet passage or port at A 



22 



Locomotive Breakdowns. 



so as to prevent the admission of steam to the steam chest. 
The valve is, of course, to be removed and the engine discon- 
nected as before. 

Q. What should he done in case of a broken valve stem 
or yoke? 

A. The engine must be disconnected and the crosshead 
blocked (see pages 19 and 20). 

If the valve stem is broken outside the steam chest the 




W////////A 
Fig. 5. — B1.0CKING Ports with VaivVB Removed. 




Fig. 6. — Mp:thod of Blocking Vai^vej with Brokejn 
Vai^v:^ Ste:m. 



valve should be put in the central position and clamped by 
means of the valve stem clamp (see page 18). 

If the stem is broken inside the steam chest, it will be 
necessary to block the valve. This is done by fitting blocks 
of wood as shown in Fig. 6 in at the front and back of the 



Valve Defects. 



23 



Yalve, between it and the steam chest, thus holding it in the 
central position. If it is an unbalanced valve it can be held 
down by blocking bearing against the steam chest cover. A 
balanced valve will need no such blocking. 

In case of a valve stem or yoke thus broken within the 
steam chest, the removal of the same will leave an opening 
through the stuffing box. This must be closed and it can be 
done by means of a thin piece of board held against the out- 




FiG. 7. — HoivDiNG Board Over Stui^i^ing Box. 



side of the opening with the gland studs and nuts, as shown 
in Fig. 7. 

Q. Hozv can a broken valve stem or yoke he detected 
end located? 

A. The engine should be placed upon the quarter and 
the cylinder cocks opened. Then admit a little steam to the 
steam chest and move the reverse lever backwards and for- 
wards. If steam does not escape alternately from the two 



24 Locomotive Breakdowns. 

cocks the stem or yoke will probably be found to be broken* 
In case one side is all right, put the other crank on the 
quarter and repeat the test. 

Q, How can a broken packing strip of a valve he de- 
tected? 

A. When a packing blows, a great deal if not all of the 
balance will be lost. This causes the valve to work hard. 
The best method of locating or detecting it is to lay out on 
the running board and grasp the valve stem in the hand. It 
will be found that the one with the broken packing strips 
will be working with very much greater resistance than the 
one in proper condition, and can be readily detected by the 
feeling. This work cannot very well be done when the 
engine is at rest, although it is possible to do it by setting^ 
the engine on the quarters successively, admitting a little 
steam to the steam chest and having an assistant move the 
reverse lever to and fro while the inspector holds a hand on 
the valve stem. 

The trouble that may be experienced with this method is 
that the loss of balance for the valve may cause it to move 
with such difficulty that the reverse lever cannot be operated. 
(See also page 26.) 

Q. If a valve stem or piston rod gland is broken what 
should he done? 

A. If the gland breaks in two so that it is parted through 
the body, it is usually possible to repair it by wrapping the 
part outside the stuffing box with wire and then using a 
piece of board to push it into position with a steady press- 
ure as shown in Fig. 8. In case a lug only is broken off, the 



Valve Defects. 



25 



piece of board put into position, as illustrated, will serve to 
bring the gland home. It must, of course, be cut open on 
one side as shown at A, in order to set over the stem or 
piston rod without necessitating the removal of the same 
from its position. 

Another method that may be used, especially upon the 
left side where the escaping steam will not be a serious in- 
convenience to the engineer, is to remove a portion of the 
packing so as to allow the gland to enter its full length into 




Fig. 8. — Repairs to a Brokkn Packing Box Gi.axd. 



the stuffing box, and to hold it there by screwing down 
tight with one stud. This, of course, can only be done when 
at least one lug and stud are left in good condition and the 
body of the gland is uninjured. 

In case both studs are broken and the gland fractured 
beyond the possibility of repairing, the stuffing box can still 
be kept tight. Cut a piece of board like that shown at A 
in Fig. 8, and after packing the stuffing box full of waste or 
packing, hold this board over the opening by means of a 
brace or braces as shown in Fig. 9. These may be two 



26 



Locomotive Breakdowns. 



pieces of plank or one with the notch cut out to span the 
piston rod, and guides if necessary, and held in place by a 
piece of bell-cord running to a brace laid across the front 
cylinder head or front end of the steam chest, and tightened 
with a tourniquet, or a twist in the doubled cord. This last 
method is rather clumsy in appearance but can be made to 




Fig. 9. — CivOSiNG Stui^i'^ing Box whkn the: Gi.and is 

Broke:n. 



answer, besides being readily applied, since it should not 
take more than fifteen minutes to do the work. 

Q. What is a dry valve and horn can it be located f 
A. A dry valve is one that has not received the proper 
amount of lubrication. 

It can be located in exactly the same manner as a broken 
packing strip. In addition to this it will be found that, 
when the engine is in motion, there will be a decided jerk 
to the reverse lever when the crank, upon the side where 
the dryness exists, passes the top or bottom quarter. By 



Valve Defects. 2y 

noting the point at which this jerk takes place the side can 
be located. 

Q. What is a cocked valve and how is it remediedf 

A. A cocked valve is caused by the valve lifting from 
its seat and becoming so cramped in the yoke that it cannot 
return to its proper position. It is usually caused by the 
yoke being made too tight. It generally takes place after 
steam has been shut off and at the time of making a stop. 

When starting again the trouble manifests itself by a 
roaring and blow such as would be occasioned by a broken 
bridge, and may easily be mistaken for such a defect. The 
remedy to be applied is to jerk the reverse lever. This pro- 
duces a jar at the yoke which will usually loosen the valve 
and allow it to drop back into position. 

Q. How can the general location of valve motion defects 
be determined? 

A. By opening the cylinder cocks and watching the 
escape of steam while the engine is in motion. It should be 
noted that, when the engine is running forward, steam should 
escape from the forward cylinder cock during the backward 
stroke of the piston and out of the back cylinder cock dur- 
ing the forward stroke of the piston. Any variation from 
this indicates that there is something wrong and also the 
side where the trouble will be found. 

Q. When the valves and the valve motion are in good 
condition what should he the character of the exhaust? 

A. It should take place at uniform intervals of time and 
each blast should be of equal intensity. 

Q. What does a variation from this condition indicate 



28 Locomotive Breakdowns. 

and does it n£cessarily indicate a serious condition of affairsf 

A. It indicates that there is some defect either in the 
valve motion or the related parts, but does not necessarily 
mean that the engine needs immediate attention or that there 
is any serious loss in the efficiency of its operation. 

Q. What are some of the causes that may produce this 
inequality in the intensity or the timing of the exhaust? 

A. They may be almost any defect related to the valve 
motion. The most common cause is one that is irremediable 
except by a reconstruction of the valve motion and is due to 
inherent defects of design. The link motion forms a very 
delicate combination that must be adjusted with the utmost 
accuracy or the defect will manifest itself in the "square- 
ness" of the exhaust. Other accidental phenomena are 
bent main driving axles, slipped eccentrics, loose eccentric 
straps, bent eccentric rods, bent or loose rockers, bent valve 
stems, loose valves, inequality in the size of steam passages, 
unequal travel of the valve, clogged exhaust nozzles, holesi 
worn in the petticoat pipe and exhaust nozzles not in proper 
alignment with the stack. 

Q. How can the general condition of the valves be 
tested? 

A. The engine may be placed on the quarters and the 
wheels blocked. The reverse lever is then so adjusted that 
the rocker arm stands vertically. The cylinder cocks are 
open and a little steam is admitted to the steam chest. In 
this position no steam should escape from the cylinder cocks. 
If any does escape it indicates that there Is a leak. 

It sometimes happens that a valve will be tight in its cen- 



Valve Defects. 



29 



tral position and leak at the end of the stroke. In making 
the above examination it is well to move the reverse lever 
so as to change the position of the valve, but still not enough 
to uncover the ports. 

Q. How does wear ordinarily take place on valves and 
seats? 

A. The average tendency is for the valve to wear convex 
and the seat concave. This may be due to a variety and 





Tig. 10. — The: Tilting Action of the; Yoke: on the; 

Valve: . 



combination of causes. The lip of the valve projects be- 
yond the line of the yoke and the looseness of the latter has 
a tendency to tilt the valve as shown in Fig. 10. This 
throws an extra pressure upon the edges of the valve tending 
to wear it convex. The tendency to wear the seats con- 
cave is probably due, to a great extent, to the practice of 
working the engine upon the road w^ith a reduced throw, 
thus giving more wear to the center of the seat than to the 



30 Locomotive Breakdowns. 

ends. This causes a slight concave v^ear and, v^hen the 
valve is again thrown into full gear and its maximum travel, 
the ends travel up on the unworn portions of the valve seat, 
with an increased pressure per square inch of surface, and 
are worn away leaving a convex contour. 

Q. When the valves and seats become so worn that they 
are leaky what should he done? 

A. The valves should be removed and planed to a smooth 
flat surface, and the valve seats be refaced. This latter 
can be done with a portable rotary planer which may be 
clamped into position on top of the cylinder when the steam 
chest has been removed. When, by repeatedly facing it, the 
valve seat has been worn away entirely a false one may be 
put in, and thus avoid the necessity of sacrificing the cylin- 
der casting. 

Q. What is the cause of piston valves sticking and jerk- 
ing the reverse lever? 

A. It may be due to the valves running dry as with the 
flat valve, or to an inequality of expansion between the valve 
and its case. If the valve is turned to a snug fit and is 
made light the admission of live steam to its surfaces will 
cause it to heat and expand more rapidly than will the 
heavier casting forming the steam chest. When this occurs 
the valve will be apt to catch and bind, a condition that may 
prevail when the engine is started quickly after a long period 
of rest. 

Q. In case a piston valve becomes disabled, how should 
it be tested? 

A. The piston valve m-ay be handled, in every way, in tlie 



Valve Defects. 



31 



same manner as the flat valve. If it is to be blocked in the 
central position, the work may be done by clamping the 
valve stem as described in the answer on page 18. If it 
IS to be blocked with wood on the inside, a piece fitted in at 
each end and bearing against the heads of the steam chest, as 
shown in Fig. 11, will hold the valve in any desired position. 

When this kind of blocking is to be done the best way is 
to remove both steam chest heads, set the valve in the cen- 
tral position, and fit in blocks that will just bear against the 
heads and the valve. 

If, however, it is definitely known whether the valve has 




Fig. II. — Bi^ocKiNG Piston Valvb in CenxraI/ Position 
WITH Wood at Each End. 



inside or outside admission a shorter plan may be followed. 
Push the valves against the front head and clamp it in that 
position. This will permit the cylinder to be filled with 
steam, which will hold the piston against one head. Discon- 
nect the main rod and push the piston to that end of the 
cylinder where the steam will tend to hold it and block it 
there (see page 20). This is shown in Fig. 12, where the 
mottled surface indicates the live steam. 

This method must not be followed, however, unless a per- 



3^ 



Locomotive Breakdowns. 



feet certainty exists as to the construction and action of the 
valve. 

Q. Is there any tendency on the part of piston or Hat 
slide valves to move in the steam chest that makes it neces- 
sary to block them when the engine is disabled? 

A. No. The steam pressure upon a flat valve merely 
tends to hold it firmly to its seat, while the piston valve is 
supposedly perfectly balanced and has no tendency to move. 
It is unsafe, however, to trust to this as the jarring due to 
the motion of the engine when running, may serve to move 




Fig. 12. — Me:thod o^ Bi^ocking Piston Valves with 
Ste:am Prkssurk. 

the valve, or the diameters of the piston valve may be such 
as to cause an inequality of pressure and a tendency to move. 
Under no circumstances, then, should an engine with a dis- 
abled valve be moved by its own steam without first block- 
ing the same. 

Q, If, when an engine is disconnected and the valve 
blocked in position, it is found that steam leaks into the cylin- 
der through the blocked valve, what should be done? 

A. The cylinder cock at the end of the cylinder at which 
the piston is blocked should be removed. This permits the 



Valve Defects. 33 

steam to escape and does away with any tendency to move it 
away from that position. It v/ill be better to leave the other 
cylinder cock in place, as steam in that end of the cylinder 
will assist in holding the piston in its blocked position. 

Q. What will be the effect and what should he done if 
the lip at one edge of the main valve is broken? 

A. The effect w^ill be the same as though the outside 
lap of the valve had been removed on that side. This causes 
a later cut-off for any given travel of the valve, besides 
giving a wider port opening. The result on a locomotive 
will be that, with the link in full-gear, the broken edge of 
the valve may travel so far as to uncover the exhaust port 
and thus permit the live steam of the chest to blow into 
the former and out at the stack, w^hile it may or may not 
cover the port at the end of its stroke. The course to be 
followed will depend upon the extent of the break. The 
blowing of steam out at the exhaust may be prevented by 
shortening the travel by hooking up the link, so that it may 
"be possible to continue running with no other change. 
Should the port not be closed the cylinder cocks must be 
kept open. Of course the steam chest cover must be taken 
off to ascertain the amiount of damage, and remove the 
hroken part lest it catch In the valve or ports and wreck the 
cylinder. 



CHAPTER II. 
Accidents to the Valve Motion. 

Q. // the rings of metallic piston-rod or valve-stem pack- 
ing are broken^ how can the trouble be remedied? 

A. The gland should be removed and the broken rings 
taken out of the stuffing box. If any are in good condition, 
as some will usually be, they should be left in position. If 
all are broken select the least damaged one and put it in at 





Fig. 13. — Stui^fing Box Packed with Hkmp on Top gi^ 
Broken Ring. 

the bottom. The space previously occupied by the rings 
removed should then be filled with a fibrous packing, as in 
Fig. 13. For this purpose it is possible to use hemp or 
other packing, wicking, strips of cloth, or waste. The box 
packed in this way should be covered with the gland and 
may be run for a long time in that condition if the work is 

34 



Accidents to the Valve ]\Iotion. 35 

well done. The principal precautions to be taken are that 
the packing is not put in too tightly but in such a way that 
it will preserve a certain amount of elasticity, and should be 
thoroughly saturated with oil. 

Q. What should be done in case a rocker arm is hrokcnf 

A. If it is the upper arm that is broken the piece should 
be disconnected from the valve stem and the valve clamped 
in the central position as described in the answer on page 18. 
The main rod should then be taken down and the crosshead 
blocked (see page 20). There will be no necessity of taking 
down any more of the valve motion, and the engine can be 
run under steam with the other side. 

If it is the lower arm that is broken proceed in the same 
way and disconnect the fractured piece from the link block, 
unless it is evident that it can hang down and swing clear of 
all other parts when the engine is in motion. The better 
way, however, is to remove it. 

Q. When an upper rocker arm is broken hoza can the 
valve be brought to and set in its central position? 

A. Ordinarily this is done by placing the rocker arm in 
its vertical position, but, when there is no arm to so place, 
the one on the opposite side of the engine should be so ad- 
justed and a measurement taken of the distance from the 
face of the steam chest to some well-marked point on the 
valve stem, such as the rocker arm pin hole or the key. The 
parts on the disabled side can then be set to the same meas- 
urements and clamped in position. 

Care should be taken to measure from the face of the 
steam chest and not from the gland as the location of the 
latter is apt to vary. 



36 Locomotive Breakdowns. 

Q. What should be done in the case of a broken rocker 
box? 

A. This will depend to a great extent upon the nature 
of the break. If the box is in such shape that it can be re- 
moved, it will be best to do so, disconnecting the rocker 
arm from the link block and the valve stem, clamping the 
valve in the central position (page 18), taking down the main 
rod and blocking the crosshead (page 20) . 

If the rocker box cannot be readily removed, take down 
the eccentric rods and straps ; clamp the valve and treat the 
main rod and crosshead as indicated above. 

Should the box be so broken that it cannot hold the rocker 
arm firmly in position, the latter should be disconnected and 
removed. 

Q. What should be done in case a rocker pin breaks? 

A. If it is the upper pin the trouble should be treated in 
the same way as though it were a broken valve stem (see 
page 22), 

If the lower pin breaks the upper pin should be removed 
and the rocker arm turned to the front or back as far as it 
will go and an examination made to see that it will clear the 
link in all positions of the latter. If it will, it may be tied 
there, as in Fig. 14, and the valve clamped (page 18), the 
main rod taken down and the crosshead blocked (page 20). 

In case the rocker will not clear the link, it should be tied 
where it will be the least in the way, and the eccentric rods 
and straps removed ; the other work being done as before. 

Or, while it will be usually quite impossible to obtain a 
bolt that will exactly fill the hole in the arm or valve rod, 



Accidents to the Valve Motion. 



Z7 



it will, however, sometimes be possible to procure one that 
will nearly do so, and by wedging about it with hard w^ood, 
to hold it steady, such a bolt may be made to do the work 
required in order to run the train to destination. The opera- 
tion of such a bolt may be to somewhat injure the bushing 
with which it comes in contact, and the valve itself will not 
be moved exactly as it should be on account of the lost mo- 




FiG. 14. — Rocker Arm Tiejd to Frame to Ci.ear I^ink. 



tion of the parts, but this is of minor importance in compari- 
son with the movement of the train, or the blocking of the 
tracks. This latter remedy is more readily applied and is 
preferable to the one first suggested. 

Q. What should he done if a link becomes broken? 

A. Remove the broken link and take down the eccentric 
rods and straps. The valve must be clamped (page 18), the 



38 



Locomotive Breakdowns. 



main rod taken down and the crosshead blocked (page 20). 
It will not, however, be necessary to disconnect the valve 
rod from the rocker arm. 

Q. What should he done in case of the breakage of the 
link block? 

A. The part should be removed and, after disconnecting 
the upper end of the rocker-arm from the valve-rod, an 




Fig. 15. — lyiNK Bi^ocKKD and Held by Wood Ovkr 
Link B1.0CK. 



examination should be made and the whole treated in the 
same manner as in the case of a broken lower rocker pin 
;(page36). 

Q. What should be done when a link saddle or saddle pin 
breaks? 

A. The link hanger should be removed, and the link 
lifted as high as it is desired to cut off and blocked on the 
link block, as shown in Fig. 15. The wooden block A 



Accidents to the Valve Motion. 39 

should be fitted tightly into position and may be held by 
hght straps with a single bolt, although these will not be 
necessary. 

When in this position the engine can be run forward but 
it should not be reversed as, in that case, the disabled side 
would be in the forward motion while the other would be 
in the backward. 

0. What should be done when a link hanger breaks f 

A. Remove the broken part, and block the link in the 
same way and observe the same precautions as in the case 
of a broken saddle pin of the previous question. 

Q. When it becomes necessary to block up the link for 
any reason, as in the case of a broken link hanger, is there 
any objection to moving the other link by raising or lowering 
it? 

A. There is no objection to raising the link on the side 
that has not been disabled, but it must not be lowered beyond 
the point corresponding to that at which the disabled link 
has been blocked, because in most engines the link hanger 
is so short that the link just clears the end of the tumbling 
arm, and if this is lowered beyond the point corresponding 
to that at which the link is blocked, the two parts will be apt 
to strike and cause a more serious breakage than that which 
has already taken place. 

Q. How should a broken lifting arm be treated? 

A. Remove the link hanger and treat the combination in 
exactly the same way as for a broken hanger (see second 
question preceding). 

Q. What should be done in case a lifting shaft or its 
bracket is broken? 



40 



Locomotive Breakdowns. 



A. In remedying this accident, the engine will be put into 
such a condition that it will be impossible to reverse it. 

First disconnect the link hangers and reach rod and re- 
move the lifting shaft. Then fit a block into the link slots 
on top of the link blocks, as shown in Fig. 15, so that the 
valves will cut off at the proper point for hauling the train. 
In addition to this fit a block beneath the link block, as in 




Fig. 16. — Link Bi^ockkd at Top and Bottom for Brokeit 
Lifting Shaft. 

Fig. 16, to prevent slip. The engine can then be run for- 
ward and haul its train. 

Q. What should he done with a broken link extension 
rod? 

A. This is the rod sometimes used to connect the link 
block and rocker arm where it is not possible to bring them 
together. When such a rod breaks, it should be removed^ 
the valve clamped in the central position (page 18), the main 
rod disconnected, and the crosshead blocked (page 20). 



Accidents to the Valve Motion. 41 

Q. What should be done with a broken reach rod? 

A. The same class of remedy should be applied as in 
the case of a broken lifting shaft (page 40) . 

If it is possible to block the lifting shaft firmly in the 
running position this may be done. Care must be taken, 
however, that it cannot move in either direction. In case 
this cannot be done the link hangers should be removed and 
the lifting arms tied up clear of the links and the latter 
blocked in the running position, exactly as in the case of a 
broken lifting shaft, as described on page 40. 

Q. What can be done with a broken reverse lever? 

A. If the break occurs at the pin hole of the connection 
with the reach rod the accident should be treated in exactly 
the same manner as that of a broken reach rod. 

If the break occurs below the reach rod connection the 
lifting shaft should first be blocked so as to Hft the links 
into the running position. This takes the load off from the 
reverse lever. The reverse lever latch should then be put in 
the proper notch and fastened, so that it cannot be lifted 
out either by its own motion or the lifting of the reverse 
lever. The lower end of the lever should then be securely 
blocked in position. This can usually be done by fitting 
braces, as shown in Fig. 17. 

If the lever is broken above the reach rod connection, the 
same method should be followed except that the latch will 
be useless and as the lower end of the reverse lever will be 
■held by its own fulcrum, the bracing will hold the upper end. 
The latter condition is the more easily remedied of the two, 
and is illustrated in Fie. 18. 



42 



Locomotive Breakdowns. 



When the reverse lever has been firmly braced in position, 
the blocking for the lifting shaft should be removed. 

When the construction of the engine is such that the lift- 
ing shaft can be blocked in position without interfering with 




I'^iG. 17. — BivOCKiNG r^OR Broken Lowkr End op Rkvkrse^ 
lyKvKR or Broken Rkvkrsej Lkver Fui^crum. 




Fig. 18. — Bi^ocKiNG for Broken Reverse Lever. 



Accidents to the Valve Motion. 43 

the free movement of the eccentric rods, such blocking can be 
used and that of the reverse lever dispensed with. Such a 
condition is shown in Fig. ig, where it is possible to lay a 
plank across the top of the frames and lash it both to these 
parts and the lifting arms. 

Under these circumstances it is better to use this remedy 
than that described for a broken reach rod on page 41. 

Q. What should he done with, a broken eccentric rod? 

A. This may or may not cause the disablement of one 




Fig. 19. — Lashing Lifting Arm to Be: am Laid Across 

Frame:. 

side of the engine. The broken rod or blade, together with 
the eccentric strap, may have to be removed or may not. 
In case the hnk is so hung that it can swing to and fro about 
the link block without striking any other parts of the fram- 
ing or machinery, it will simply be necessary to remove the 
broken rod and proceed, if it is the backing rod that has 
failed. If it is the forward rod that has broken, it should 
be removed v/ith its strap and the backing rod and strap put 
in its place. This of course makes reversing impossible and 
the reverse lever should be kept in full gear forward. 

If, however, the link will not swing clear of the other 



44 Locomotive Breakdowns. 

parts of the engine, the side upon which the break occurs 
will be disabled and the broken rod or blade, together with 
the eccentric strap, should be removed, the valve clamped in 
the central position (page i8), the main rod taken down and 
the crosshead blocked (page 20). In addition to this the top 
end of the link should be tied to the hanger to prevent it 
from tilting so that it will make it impossible to reverse the 
engine (see also page 45). 

Q. If the eccentric rod has merely slipped and has not 
broken what should be done? 

A. This accident will at once make itself known by caus- 
ing an irregularity in the exhaust. It is easily remedied. 
Place the engine with the crank, on the side where the slip- 
ping has occurred, on the center, block the wheels, open the 
cylinder cocks and admit a little steam to the steam chest. 
Then drop the link down into full gear and adjust the rod 
that has slipped until steam just begins to come from the 
cock at the end of the cylinder where the piston is standing. 
That is to say, if the crank is on the forward center, until 
steam appears at the forward cock ; or, if on the back center, 
until it appears at the back cock. 

The rod should then be fastened and the work is done. 

Q, What should be done in case an eccenJric is broken f 

A. This calls for practically the same remedy as the 
broken eccentric rod. The broken eccentric with both 
straps and rods must be removed and the other parts cared 
for as detailed in answer to the second question preceding. 

Q. What shoiild be done in case an eccentric strap 
breaks? 



Accidents to the Valve Motion. 



45 



A. This need not necessarily disable one side of the en- 
gine. As it is usually the backing strap that breaks it will 
sometimes be found to be possible to remove the broken 
strap and clamp its rod to the other one, as shown in Fig. 
20. When this is done the engine is ready to go ahead, 
but it cannot be backed and it must be borne in mind that 
the valve is working through its whole travel and with the 
maximum steam admission for all positions of the reverse 
lever, because both ends of the link are controlled by the 
same eccentric. 

Should it be the forward motion eccentric strap that is 




Fig. 20. — C1.AMPING Two Eccentric Rods Together. 



broken, the backing strap may be removed and put in its 
place, with the backing eccentric rod in place. The forward 
rod may then be attached to the bottom of the link and 
clamped to the backing. This, too, puts that side of the 
engine in full gear forward and it cannot be reversed. 

This case can also be treated in the same manner as the 
case of a broken eccentric rod, as described in the answer to 
the question on broken eccentric rods, page 43. 

Q. What should be done in case an eccentric slips? 

A. This is an accident that is not apt to occur with the 
modern construction of locomotives where the eccentrics are 



46 Locomotive Breakdowns. 

almost invariably keyed in position. It was, however, a 
common accident with the old type where the eccentrics were 
held in position by setscrews. 

In the case of a slipped eccentric the engine should first 
be placed upon the center, the wheels blocked, the cylinder 
cocks opened, the reverse lever put in the full gear notch 
corresponding to the eccentric to be set and a little steam 
admitted to the steam chest in exactly the same way as in 
the case of a slipped eccentric rod that is to be reset (page 

44). 

The eccentric should then be turned on the axle until 




i 1 

Fig. 21. — Location of Eccentrics Re:i.ativki.y to thej 

Crank. 

steam just begins to escape from the cylinder cock at that 
end of the cylinder where the piston is standing (page 44). 
As there are two positions of the eccentrics in which this 
may occur, care must be taken that it is set in the proper 
one. In the ordinary construction of American locomotives 
with an upper and lower rocker arm the valve moves in 
an opposite direction to the eccentric rod, and the center of 
the eccentric follows the crank, as shown in Fig. 21, in which, 
when the crank A is moving in the direction indicated by 
the arrow, the controlling eccentric is at B, When moving 
in the opposite direction the controlling eccentric is at C. 



Accidents to the Valve Motion, 47 

Hence, in the readjustment of a slipped eccentric, care must 
be taken that it is set to follow the crank. 

If, however, the rocker has two arms swinging together 
on the same side of the center and the valve moves in the 
same direction as the eccentric rods ; then, the center of the 
eccentric leads the crank and, in Fig. 21, if the crank D is 
moving in the direction of the arrow, the valve will be con- 
trolled by an eccentric at E, while if it were moving in the 
opposite direction it would be controlled by one at F. This 
last also holds in the case of a piston valve with inside ad- 
mission driven by a rocker that reverses the motion. 

Q, What should he done in case both eccentrics upon, 
one side the engine are slipped? 

A. The engine should be put upon the center and the 
preliminary arrangements as to blocking the wheels, etc.^ 
be made as in the answer to the previous question. The re- 
verse lever is then to be put in full gear forward and the for- 
ward eccentric adjusted as there described. This eccentric is 
then lightly fastened in position, and the reverse lever put in 
full-gear back. The same operation is then performed with 
the backing eccentric. After this has been fastened, the work 
should be repeated with the forw^ard eccentric, as it will 
be found to be slightly out of place. The second adjust- 
ment will usually put it in its proper position. The work 
should then be checked by repeating it with the crank on the 
other center. 

Q, If an eccentric becomes hot, hozu can it be relieved 
zvithoiit undue delay so that there ziill be no danger of 
breaking the strap f 



48 Locomotive Breakdowns. 

A. The quickest way will be to slacken the bolts holding 
the straps together and slip one or more thicknesses of tin 
between the two parts. This will relieve them so that a rapid 
cooling of the straps will not cause them to pinch and bind 
on the eccentric itself. If, however, the straps are badly- 
worn, a liberal dose of valve oil capable of standing a high 
temperature may be put upon the hot parts. 

Q, Why is it necessary in disconnecting eccentric rods 
to remove the eccentric straps also? 

A. This is especially necessary in the old type of engine 
where the firebox was set down between the frames, because 
the distance from the center of the axle to the throat sheet 
was made so small that there was just clearance for the 
back of the eccentric strap, and if the latter were to turn 
with the eccentric it would strike the sheet and be apt to 
puncture it. 

In modern engines other parts of the structure, such as 
the ash pan and braces, are located so close to the axles as 
to prevent the straps with their projections for the attach- 
ment of the rods, from revolving. Hence these straps must 
always be removed when the rods are taken down. 

Q, How are the valves of a locomotive set? 

A. It is a common fallacy among engineers to think that, 
because the operation of the Stephenson link motion is very 
easily understood and is simple in its construction, it .can 
be tampered with with impunity. Nothing is further from 
the truth. A link motion that has been carefully designed in 
the drawing room must be considered as being fixed beyond 
any possibility of a change, unless the whole be redesigned 



Accidents to the Valve Motion. 49 

and adapted to the modification that it is desired to make. 
Engineers are, therefore, especially warned not to tamper 
with any of the parts of a motion ; for any change in a well- 
designed construction is sure to be disastrous. 

It should be borne in mind that each part has its own 
peculiar function to perform and, in order that it may do it 
properly, its position and dimensions must be fixed. It will 
not do, then, to vary the length of the link hanger or the 
position of the reversing shaft, to change the location of the 
saddle pin or the length of the lifting arms. Let these things 
alone until it has been positively ascertained that they are 
faulty, and that can only be done by a careful analysis of the 
design ; an analysis that will be sure to point out the remedy 
as well as to locate the defect. 

In the first place, it must be borne in mind that no link 
motion can be arranged to give an equality of cut-off at all 
points for both strokes of the piston. The most satisfactory 
design is one that provides for an equalization of the lead 
and cut-off in mid-gear, which will cause a variation of cut- 
off from % to }i of one per cent in the full gear point of 
cut off and at other points, which is due to the slip of the 
link block, angularity of rods, etc. 

In order to thoroughly understand the reasons for the 
various steps to be taken in the setting of the valves of a 
link motion, a few words may well be devoted to a descrip- 
tion of its action. The link-motion is only used where it is 
desired to run the engine in both directions ; in other words, 
it is a means of reversing the engine and finds its principal 
application in the locomotive and marine engine. 



50 



Locomotive Breakdowns. 



By referring to Fig. 22, it will be seen that there are two 
eccentrics A A for driving the valve ; one for each direction 
of engine rotation, whose rods B B' are coupled to the oppo- 
site ends of a curved link C, whose radius is approximately 
equal to the distance of its center of curvature from the 
center of the engine shaft. This link is supported by a 
hanger D, taking hold of a saddle pin F at one end, and 
being itself supported by a reversing arm E at the other. 




Fig. 22, — Side Elkvation of Link Motion. 



A link-block G slides freely in the opening of the link and is 
attached to the valve-stem H, or to a rocker arm that, in 
turn, moves the valve-stem. It will be seen that, if the 
link is lowered until the link-block is opposite the connection 
of the eccentric rod B, that the eccentric A, which controls 
the movement of the upper end of the link, will have a 
much greater influence upon the motion of the block, and 
consequently upon the valve, than the eccentric A±\ There- 



Accidents to the Valve Motion. 51 

fore, the valve will be driven almost wholly by A, and the 
engine will run in the direction corresponding to that eccen- 
tric. 

Now, if the link be gradually raised, the influence of A 
will be proportionately diminished while that of A will be 
increased, w4th the result that, when the central position is 
reached, the two eccentrics will have an equal influence, and 
the engine will not run in either direction. Continuing the 
raising of the link gives the eccentric A' a preponderating 
influence, with the result that the engine will run in the op- 
posite direction from that which it would when the eccentric 
A was in control. 

As the link approaches its central position on either side, 
the point of cut-off gradually shortens, a fact that has made 
the link-motion so valuable as a means of operating the 
valves, because the engine can be worked to admit steam 
for nearly the full length of its stroke, when starting, and 
can thus exert a maximum of power; while, after it has 
started, the position of the link may be shifted and the 
steam cut off at an earlier point of the stroke, thus being 
worked expansively with the economy resulting from such 
a method. 

In the setting of the valves of a link-motion, the first 
thing to be done is to make an accurate measurement of 
the outside lap of the valve. Then set the valve in its cen- 
tral position. That is to say, so that the lap on each side 
extends an equal distance beyond the ports. When this 
has been done, make a small prick-punch on the flange of 
the stuffing box, as at a, Fig. 2^^, and, with a fixed tram 



52 



Locomotive Breakdowns. 



shaped as at &, make a punch mark at c on the valve-stem. 
It v^ill always be possible, then, to set the valve in the central 
position even though the steam chest may be closed, pro- 
vided the adjustment of the length of the valve-stem is on 
the outside. If the adjustment of this length is made inside 
the chest, the tram should be set as shown in dotted lines 
in Fig. 22^, from the steam chest to the valve itself. 

The next step to be taken, after placing the valve in its 
central position, is to adjust the length of the valve rod. 
If the valve is driven through a rocker, first set the upper 




Fig. 23.— Application 01^ Tram to Valve Stem. 



arm so that it stands exactly vertical in the case of a hori- 
zontal engine, or exactly at right angles to the Hne of the 
valve rod if the latter is not horizontal. Then adjust the 
length of the rod so that the valve will be in the central posi- 
tion when the arm stands as indicated. 

If the stem is attached directly to the link-block the latter 
should be attached to the rod, which should then be so ad- 
justed that its center is distant from the shaft by the length 
of the radius of the link. This radius can be easily obtained 
by scribing its outline on a board and then finding the radius 
with a pair of trams. From this distance subtract half the 



Accidents to the Valve Motion. 53 

diameter of the shaft and measure out to the center of the 
block as shown in Fig. 24. 

When the length of the valve rod has been accurately 
adjusted so that the link-block stands at the distance, just 
obtained, from the shaft, fasten both eccentrics in any posi- 
tion on this shaft, and dropping the link down to the extreme 
forward point of cut-off, turn the engine over and note 
whether the valve has an equal amount of travel on each 
side of its central position. If it has not, adjust the length 
of the eccentric rod B until such an equalization of travel 
is obtained. Then raise the link to the extreme backing 



®t 



Fig. 24. — Me:asuring Position of Link Block Relatively 

TO Axle. 

position and perform the same operation with the eccentric 
rod B\ 

In order to check the accuracy of the work, drop the Hnk 
into the extreme forward position again and make another 
test of the valve travel. The safest way to measure this 
travel is to use the tram and scribe a line on the valve stem 
or valve at the extreme point of travel, and measure from 
these lines to the center punch mark already referred to. 

The motion is now ready for the setting of the eccentrics. 
To do this, first place the engine crank on the dead center. 
The best way to do this is to make a mark on the guides at 
the extreme point of travel of the cross-head. Then turn the 
engine back and come ahead again until the cross-head is 



54 



Locomotive Breakdowns. 



within an inch of its extreme point of travel. With a tram, 
Fig. 25, resting upon some fixed point of the engine, prefer- 
ably the guide yoke or wheel guards, locate the point a on 
the side of the driving or flywheel. Then turn the engine 
ahead until the cross-head has passed the extreme point of 
travel and reached the same place as before, when a second 
point b is to be located at the same distance from the center 
of the axle as the point a. With a pair of dividers locate 
the point c midway between a and fc. When the tram point 
rests upon the mark c, the engine will be on the center. 




FiQ. 25 —Tramming Driving Whkki. to IvOCAte: thb 
Dead Center. 

The reason for not simply setting the engine on the center 
by the cross-head, is that the crank may be moved through 
an appreciable angle while passing the center and the motion 
of the cross-head be imperceptible. The method given lo- 
cates the center exactly. The other center should be estab- 
lished in the same way. 

In setting the eccentrics always turn the engine in the 
direction in which it is to move under the influence of the 
eccentric being set. This obviates a variation in the action 
of the valve due to lost motion in the parts. 



Accidents to the Valve Motion. 55 

The engine being now placed upon the center, drop the 
link into its extreme forward position. Loosen the eccen- 
tric. If the link-btock is attached directly to the valve rod, 
the eccentric leads the crank; if a rocker arm is used the 
eccentric follows the crank. Turn the eccentric accordingly, 
until the valve is opened by the amount of lead that it is 
desired that it should have and then fasten it in position. 
Raise the link to the backing position and set the other eccen- 
tric in the same manner. Again drop the link to the for- 
ward position and see if the lead has been changed by the 
adjustment of the backing eccentric. If it has, readjust the 
forward eccentric to suit the case, which means re-set it 
under the same rule as before. 

Finally, turn the crank to the other center and see that 
the same lead is given there. If not, first go over the length 
of the valve rods and eccentric rods to ascertain that they 
are all right and then, if the valve motion is properly de- 
signed, the lead will be the same. In case this does not 
occur, then lengthen or shorten the eccentric rod as the case 
demands so as to secure an equal lead. 

Under no circumstances make any change in the dimen- 
sions of the fundamental parts without first making a care- 
ful analysis of the whole mechanism, and if a fairly even cut- 
off cannot be obtained by following the rules laid down, it 
is certain that the fault lies in the design. It will be seen 
that extreme simplicity is characteristic of the setting and 
operation of the valves, but it is a simplicity that is fixed in 
the mutual relationship of the several parts. 



CHAPTER III. 
Accidents to Cylinders, Steam Chests and Pistons. 

Q, What should be done in case a piston breaks? 

A, It would rarely happen that a piston would break 
without doing other damage to the cylinder. In case, how- 
ever, such an accident should occur the front cylinder head 
should be taken off and the broken parts removed. The 
valve stem should then be disconnected from the rocker and 
the valve clamped in the central position (page i8). The 
main rod must be taken down and the cross-head blocked. 

Q. What shoidd be done in the case of a broken piston 
rod? 

A. This accident almost invariably results in the knock- 
ing out of the front cylinder head. Usually there is little 
or no damage done to the cross-head. It is, therefore, only 
necessary to remove the broken parts, disconnect the valve 
stem from the rocker and clamp the valve in the central 
position (page i8). 

In case the breakage is such that the cylinder is emptied^ 
as would occur when the break takes place close to the cross- 
head, it will not be necessary to take down the main rod, but 
the cross-head can be allowed to play back and forth in the 
guides while the locomotive is being driven from the other 
side. 

Should the break occur at such a point between the cross- 
head and the piston that the stub end of the rod attached to 
the cross-head would enter and leave the stuffing box, it will 

56 



Accidents to Cylinders, Etc. 



57 



be necessary to remove the same or disconnect the main rod 
and block the cross-head (page 20). 

Q, Why is the alternative presented in the answer to 
the preceding questiojv of removing the broken piston rod 
from the cross-head or taking doztm tJie main rod? 

A. Because the piston rod is usually fitted so tightly into 
the cross-head as to make it impossible to remove it with the 
appliances available on the road. 

Q. How is this removal usnally effected? 

A. There are a number of special tools designed for this 




Fig. 26.— Hydrostatic Piston Rod Remover. 



purpose. A simple way is to use a wedge driven in and 
bearing against the rod and a seat resting against the wrist 
pin. Some kind of hydraulic jack is, however, the most 
satisfactory method of doing the work. Such an apparatus 
is shown in Fig. 26. It consists of a cylinder A bored out 
to receive a plunger 5, which is fitted with a leather cup 
packing. The opposite end of the cylinder is closed by a 
plug Cj which also serves as a nut for the screw D, The 
action of the device is as follows : The space between B and 
C is filkd with white lead or oil, preferably the former, as it 
is less apt to work out around the screw D. The plunger B 
is set up against the end of the piston rod E and the holding 



58 



Locomotive Breakdowns. 



bolts between the plates FF drawn snugly home. The screw 
D is then turned by means of a long lever, thus producing 
a hydrostatic pressure upon B and forcing out the piston rod. 
The plates FF are held together by bolts not shown in the 
drawing and serve to prevent the cylinder A from moving 
off before the pressure exerted on B, This device puts no 
stress other than compression on the cross-head. 

Q. What should be done w^hen a cylinder head is broken? 

A. If the forward head is broken the main rod should 
be taken down and the cross-head blocked (page 20). The 




Fig. 27. — Mejthod oi^ Bi^ocking Port for Broken 
Cylinder Head. 



valve stem should be disconnected and the valve clamped in 
the central position (page 18). 

If it is the back head that is broken it is more than prob- 
able that the guides will also have been carried away. It 
will then be necessary to strip one side of the engine of the 
guides, cross-head and connecting rod. 

Q. Is it possible to so repair an engine iiith a broken 
front cylinder head that a disconnecting of the valve will be 
unnecessary? 

A. Yes. It is possible to remove the steam chest cover, 
and fit a piece of wood tightly into the forward port, as 
shown in Fig. 2y, This will prevent the escape of steam 



Accidents to Cylinders, Etc. _ 59 

when the valve travels over the wooden filling. When this 
has been done, the steam chest cover may be replaced and 
the engine run on that side as a single-acting machine. That 
is, taking steam at the back end of the cylinder only. 

The objections to this method are, first, the amount of 
time that will be required to do the work, with the resultant 
delay to trains and the blocking of the track, and second that 
the movement of the piston to and fro in an uncovered cylin- 
der, where it will be exposed to the flying dust and dirt, will 
be apt to cut the shell and do more harm than the slight sav- 
ing in power available in the disabled engine will amount to. 

Q. What are the causes of broken cylinder heads? 

A. A broken cylinder head at one end or the other will 
almost invariably result from a breakage of a crank pin, main 
rod, cross-head or piston rod. This class of accident also 
frequently occurs as the result of a piston rod key working 
loose, or a follower bolt dropping off and serving as an 
obstacle to the free traveling of the piston to the end of its 
stroke. Another cause that leads to frequent breakages of 
this kind is the accumulation of water in the cylinders. 
When an attempt is made to start a locomotive, after it has 
been standing for a time, the steam entering the steam chest 
and cylinders will be condensed in such quantities that unless 
the cylinder cocks are open, enough may accumulate in the 
clearance space between the piston and cylinder head to 
break the latter or bend the former. 

Q, How can broken cylinder heads be prevented? 

A. Where they are the result of the breakage of some 
of the parts enumerated in the answer to the previous ques- 



6o Locomotive Breakdowns. 

tion, a prevention is impossible, but they may be prevented, 
when due to an accumulation of water of condensation, by 
having the cylinder cocks open and admitting the steam so 
slowly, on starting, that the cylinders will be well heated and 
steam, not water, be blowing from the cylinder cocks be- 
fore the engine moves. 

Q, What should be done with the cylinder cocks of a 
disconnected engine? 

A. It is best to remove them or block them open on the 
disconnected side. The reason is that it is desirable that no 
pressure shall be exerted against a piston whose cross-head 
is blocked. As there is always danger of the valve leaking 
the safe course to pursue is to have the cylinder cocks open. 
As it is usually desirable to close them upon the working 
side of the engine, those in the disabled side had best be 
disconnected or blocked open. 

Q. When a cylinder is broken what should be done? 

A. The exact course to be pursued will depend solely 
upon the extent of the damage done. If the breakage con- 
sists merely of a crack, it may be possible to continue on 
to destination without doing anything more than observe 
extra precautions to see that the injury does not increase to 
an extent that will imperil the safety of the train. 

If a piece is broken out of one end of the cylinder, the 
remedy to be applied may well be the same as that used in 
the case of a broken cylinder head, as described in the 
answer to the question on page 58. 

If the accident is such that the cylinder is demolished on 
one side and the other remains intact, the crippled engine 



Accidents to Cylinders, Etc. 6i 

may still be sent home under its own steam. To do this 
remove the main rod cross-head and guides from the dis- 
abled side. Disconnect the valve rod and remove it. Finally 
open the front end and loosen the steam pipe and slip a 
piece of sheet metal into the joint and then tighten the 
latter. This will cut off the flow of steam to the disabled 
cylinder when the throttle is opened for the operation of the 
other side (see also steam chest, page 62). 

Q. What are the causes of natural deterioration of cylin- 
ders? 

A. The movement of the piston to and fro produces a 
wear that, in time, necessitates reboring in order to bring 
the interior back to a cylindrical condition. 

Q. How is this reboring done? 

A. Usually by means of a portable boring bar that is 
placed in the cylinder while it is in position on the frames, 
and is driven by some elastic or portable means of power 
transmission. 

Q. Is there any objection to this reboring of cylinders? 

A. Repeated reborings may make the walls of the cyl- 
inder too thin to withstand the internal pressure of the 
steam, or, if the original diameter of the cylinders was such 
that the tractive power developed was fully up to that cor- 
responding to the adhesion due to the weight on the driving 
wheels, the extra tractive power developed, as the result 
of the increase in diameter, may make it very difficult to 
prevent the wheels from slipping whenever an attempt is 
made to start the engine. This difficulty may^ however, be 
prevented by inserting a bushing into the rebored cylinder. 



62 Locomotive Breakdowns. 

0. How is such a bushing prepared and applied? 

A, It is made of cast iron and is turned on the outside 
so that it will require some pressure to force it into position. 
The interior is bored to the diameter which it is desired to 
give to the piston and cylinder. The length is so made that 
the bushing will have a bearing against each cylinder head 
and be held in position by them in addition to the frictional 
resistance to motion due to the pressure with which it is 
put in place. Such a bushing is usually forced in with 
heavy bolts and screws. 

Q, What remedy should he applied to a broken steam 
chest? 

A. First remove the casing and ascertain the extent of 
the fracture. If it is merely a crack upon one side, it may 
be possible to so close it by wedging between the outside of 
the chest and the bolts that the parts will be cramped and 
pressed together enough to prevent an excessive amount of 
leakage. 

If the crack is too large to be stopped in this way or if 
there is a piece broken out, the steam chest had best be re- 
moved, the valve stem and miain rod disconnected and the 
cross-head blocked (page 20). It will then remain to stop 
the passages to prevent the escape of steam when the throt- 
tle is opened. The simplest and quickest way to do this 
will probably be to fit pieces of board over the steam pas- 
sage and hold them down with the steam chest cover as 
shown in Fig. 28. Here the boards B are held down by the 
blocks A, against which the steam chest cover C is to be 
firmly screwed. 



Accidents to Cylinders, Etc. 



63 



Another method of cutting off this flow of steam is to 
slacken the bohs holding the steam pipe to the saddle and 
slipping a sheet of metal into the joint, as already described 
in the answer on page 61. The objection to this latter method 
is the difficulty of doing the work. The bolts holding the 
steam pipe are apt to be corroded and difficult to loosen 




Fig. 28. — Method of Blocking Steam Passages with 
Broken Steam Chest. 



while the heat of the smoke box will render the work slow 
and arduous. 

Q. Wh-at should be doiw when a steam chest cover is 
broken? 

A. The results, as far as the engine is concerned, are 
practically the same as when a steam chest is broken. The 
same work of preparation must be done in the removal of 
the main rod, the blocking of the cross-head, and the closing 
of the steam passages after the valve has been removed from 
the steam chest. 

The method to be pursued in holding this blocking In 
position will depend upon the condition of the cover. If 
enough of it remains to enable it to be used for holding 



64 



Locomotive Breakdowns. 



down the blocking as shown in Fig. 28 this should be done. 
If it is too badly broken for this, then a stiff plank should 
have holes cut in it to fit over the studs and be used in its 
place, or the steam chest box itself may be raised and the 
boards slipped beneath it and the nuts then be run down upon 
its upper surface, as shown in Fig. 29, which will also entail 
the use of the stuffing box cover, as in Fig. 7. 

Q, What is a common cause of the breakage of steam 
chests and covers f 

A. The reversing of the engine when running at high 



.mi O rm rm rrn 



^mTih 



Fig. 29.-— C1.AMPING EoARB Over Port with Stkam Chkst. 



speeds. This converts the pistons into air pumps that force 
the air into the steam chests very rapidly and may create a 
pressure there that is quite capable of bursting them. 

Q. How can this accumulation of pressure and the con- 
sequent bursting of the steam chests be prevented? 

A. By opening the throttle valve slightly when the engine 
is reversed. This makes it possible for the excess of pres- 
sure that would otherwise accumulate in the steam chest to 
escape back through the dry pipe, into the boiler, and if 
necessary out at the safety valve. 



Accidents to Cylinders, Etc. 65 

Q. What eifect may wear have upon the tightness of 
split spring ring piston packing? 

A. The theory of the action of split ring spring packing 
is that it is held out against the walls of the cylinder by its 
own tension and that the pressure is increased by the action 
of the steam upon the inside surface, forcing it out. The 
result of this is that, after the engine has been run for a 
time, the packing may be so worn that the steam will force 
it out beyond the point where its own natural elasticity would 
carry it. When this condition is reached the packing will 
draw away from the walls when there is no steam or steam 
of a low pressure in the cylinders. Under such conditions, 
it sometimes happens that the packing will be tight when 
the engine is taking steam at full stroke or when the maxi- 
mum boiler pressure is maintained. But, when the reverse 
lever is drawn back and the cut-off takes place early in the 
stroke, the steam pressure falls, by expansion, to such an 
extent at the end of the stroke that the rings will draw 
away from the walls of the cylinder and cause a blow and 
rattle while running over the road, but which would not oc- 
cur when starting. 

0. How can blows caused by the wear of the piston 
rings and due to the failure of the steam to always hold 
ihem out in contact with the zvalls, be best detected? 

A. By testing the rings for blows when the steam pres- 
sure in the boiler is low. 

Q. // the movement of the piston in the cylinder causes 
a groaning, how can it sometimes be remedied? 

A. By putting some flake graphite in through the relief 



(^ Locomotive Breakdowns. 

valves occasionally. This should be done about once every 
hundred miles. 

Q. Where rod bolts have been partially sheared and they 
cannot be driven ont, how can they sometimes be removed? 

A. Put the crank on the lower quarter and place a jack 
beneath the sticking bolt, and tighten up hard. Place a nut 
or ring over the head so that a blow delivered upon the 
same from above will come against the rod or strap. Do not 
strike directly upon the strap. If this fails to start the bolt, 
take a shovelful of coals from the firebox, and, with the 
shovel held at an incline, allow them to lay against the side 
of the rod. After a few moments the heat will so expand 
the metal of the rod that the bolt can usually be easily driven 
out. 

Q, In the adjustment of spring ring packing on the pis- 
tons of cylinders, zvhat precaution should be taken in regard 
to the tightness of the same? 

A. Care should be exercised that these rings are not set 
out too tightly. It is, of course, undesirable that they should 
be so slack that they are not brought into contact with the 
walls of the cylinder with sufficient force to make a steam- 
tight joint, but a leak is preferable to having them forced 
out with so great a pressure that they will cut the cylinders. 
It should be borne in mind that when metal-to-metal contacts 
are secure, it does not take an excessive pressure to make a 
steam-tight joint. 



CHAPTER IV. 
Accidents to Guides, Cross-Heads and Rods, 

Q. What should he done in case a guide breaks? 

A. This is an accident that very rarely happens except as 
the result of the breakage of some other part, such as a cyl- 
inder head, by which the guide is torn from its fastenings. 
When it does happen, the valve stem is to be disconnected 
and the valve blocked in the central position (page i8) and 
the main rod taken down. 

The disposition that is to be made of the cross-head will 
depend upon the condition of its connecting parts. If the 
piston rod has not been bent or has not been injured to such 
an extent as to prevent the piston from being pushed to the 
front end of the cylinder, this may be done and the cross- 
head tied against the cylinder with a bell cord. The piston 
rod will be able to support it in this position and the tying 
will prevent it from turning. If this cannot be done the 
cross-head should be removed from the piston rod, and the 
piston blocked in the back end of the cylinder if it cannot 
be removed. 

To block the piston in the back end of the cylinder, take 
off the front cylinder head and fit in a piece of board that 
will have a bearing against the piston and the cylinder head 
when the latter is replaced, as ^Tiown in Fig. 30. 

Q. In the case of an engine having four-bar guides that 
persistently run hot, what can be done to remedy the dif- 
ficulty? 

67 



68 



Locomotive Breakdowns. 



A. It frequently happens that the guides are set too close 
to the cross-head, and when the latter is in motion it may 
become heated. This expands the cross-head and causes an 
increase of the tightness, resulting in hot guides. The rem- 
edy is to loosen the latter and separate them by the interposi- 
tion of a thin liner between them and the blocks. This is -a 
remedy, however, that belongs to the shop and should not be 




Fig. 30. — Bi^ocKiNG of Piston with Board Inside of 
Cylinder. 



attempted on the road except in cases of extremity, because 
of the liability of getting the guides out of line. 

Q, What should he done with a bent or broken guide 
yoke? 

A. This is also an accident that usually follows in the 
train of some other one. If the condition is such that it 
cannot be made to hold the guides in proper alignment, the 
valve stem should be disconnected and the valve clamped 
in the central position (page 18). The main rod is to be 



Accidents to Guides, Cross-Heads and Rods. 69 

taken down and the cross-head blocked (page 20). In case 
the guide yoke is so injured that it distorts the aUgnment of 
the guides upon both sides, the rods and valves must be dis- 
connected on both sides and the engine towed in. 

Q. What should he done with a broken cross-head f 

A. This accident will involve the disconnecting of one 
side of the engine, removing the miain rod and clamping the 
valve in the central position (page 18). The balance of the 
work to be done will depend upon the condition of the 
break. If it is slight so that the cross-head can be blocked, 
as described on page 20, this should be done. 

If, however, the cross-head is too badly broken for that, it 
should be stripped clear of the piston rod, and the piston 
blocked in the cylinder as described in answer to the question 
on page 67. 

Q. Suppose a gib only of the cross-head is broken, what 
can be done? 

A. It may be quite possible to go on without disconnect- 
ing the engine. It is supposed, however, that the gib is 
broken or destroyed. The action to be taken will depend 
upon which gib is broken. 

When an engine is running ahead the cross-head is pressed 
upward on both strokes by the push and pull of the connect- 
ing rod. If, then, it is a gib on the lower bearing surface of 
the cross-head that is broken, it may be replaced with a 
piece of hard wood set into its place, so as to prevent the 
cross-head from dropping when it passes the center. This 
gib will enable the engine to be backed as well as run ahead. 

In case it is the top bearing gib that is broken, the first 



JO Locomotive Breakdowns. 

thing to be done will be to ascertain whether the lower gib 
can be removed and substituted in its place. If it can, it 
should be done, and a wooden gib used as before. 

If such a substitution cannot be made a hardwood gib can 
be put in the place of the one that is broken and the engine 
run slowly ahead. 

Great care must be exercised in the performance of this 
work to have the gib sawn as true as possible. It should 
also be thoroughly saturated and soaked in oil before it is 
put in position to prevent rapid wearing. The engine should 
also be stoppe^d at frequent intervals for inspection to see 
that the wear has not been so great as to endanger the piston 
rod by springing. 

If a sheet of lead is available to lay over the bearing sur- 
face of such a gib it will make it possible to run continuously 
and at moderately high speeds. 

There is usually but little choice of woods when such 
repairs are to be made. But if such a choice is offered apple 
wood should be preferred to any other. In general the 
denser the wood the better it can be made to serve this 
purpose. 

Q. What course should be pursued when a wrist pin 
breaks? 

A. This is practically an accident similar to the breaking 
of a cross-head where the blocking of the same is still pos- 
sible and should be treated in like manner (see page 69). 

Q. What should be done in case of a broken main or con^ 
necting rod? 

A. This is an accident that is usually of a serious char- 



Accidents to Guides, Cross-Heads and Rods. 71 

acter and rarely occurs, when the engine is running, without 
causing the breakage of other parts as well. 

The other injuries that are liable to result from this acci- 
dent are the breakage of one or both cylinder heads, due to 
the admission of steam at the ports by the movement of th^ 
valve before the engine can be stopped, and the bending or 
breaking of the main crank pin and side rods. 

In any event the engine is disabled upon one side and the 
valve must be clamped in the central position (page 18) and 
the cross-head blocked, or removed according to the conse- 
quential damage that has been suffered. The parts of the 
main rod must be removed. A careful inspection should be 
made of the side rods to ascertain whether or no they have 
been bent or injured. 

If there is the slightest indication of any injury having 
been done they should be removed from both sides of the 
engine (see page y2), 

Q. What should he done when a main rod strap breaks 
at either the front or hack end of the rod? 

A. This is practically the same thing as the breakage of 
the main rod and should be treated in the same way (see 
the preceding question). 

Q. If the setscrews or nuts holding the keys of the main 
rod are lost or hroken what should he done? 

A. The loss of the setscrew is not a serious matter, 
as the nuts at the bottom of the key will usually serve to 
hold it in position. There need, then, be no diminution of 
speed on that account, as the setscrew is merely an extra 
precaution. 



*j2 Locomotive Breakdowns. 

If, however, the nuts on the bottom of the key are lost, 
care should be exercised and watchfulness maintained to see 
that the setscrew is held tightly in position and does not 
work loose. 

If both setscrews and nuts are lost, there is nothing but 
its own frictional resistance to hold the key in position and 
the setscrew should be taken from the other rod and used. 
Failing this the engine should be run very slowly. 

Q. What should be done when a rdcin crank pin breaks t 

A. The valve must be clamped in the central position 
(page i8), the main rod on the broken side removed and the 
cross-head blocked. The side rods must also be removed from 
both sides of the engine (see second question following). 

Q. What should be done when a side rod breaks? 

A. This, like the breakage of the main rod, is apt to 
cause a great deal of consequential damage to the locomotive, 
especially to the cab. 

It is possible that this accident may occur and do no dam- 
age to the main crank pin or the main rod. In such instances 
the side rods on both sides of the engine are to be taken 
down and the engine run carefully to prevent slipping. 

If the main crank pin or main rod is bent or injured it 
must be taken down, the valve clamped in the central posi- 
tion (page i8), and the cross-head blocked. 

Q. 7^ it necessary to take down the side rods upon both 
sides of the engine when one is removed ^ and if so, why? 

A. It is necessary, and the reason is that the trailing 
wheels are turned in unison with the main driver by the side 
rods. If one rod is removed, then the other side rod can 



Accidents to Guides, Cross-Heads and Rods. 73 

exert no turning influence at all upon the wheel when the 
crank is passing the dead points. If a stop is made at or near 
these points, an enormous stress may be put upon the rod 
when starting, especially if the main drivers should slip. 
Such a stress would undoubtedly break the rod. In addition 
to this it might be quite possible, owing to lost motion in the 
parts, for the main driving wheel crank to have reached or 
passed the dead point while that of the trailing wheel had not 
reached it. Under such circumstances it can readily be seen 
that a forward movement of the main driving wheel might 
tend to roll the rear wheel backward. 

It, therefore, stands as accepted practice from which no 
deviation is allowable under any consideration, that, if the 
side rods are removed from one side of an engine, they must 
be removed from the other side also. 

Q. What should be done in case the side rod of a taitdem 
connected engine breaks? By ''tandem connected,'' is meant 
an engine upon which the eccentrics are not upon the main 
driving axle driven by the connecting rod, 

A. In accordance with the answer given to the previous 
question, it is necessary to remove the side rods from both 
sides of the engine if that upon one side breaks. Therefore, 
if one rod connecting the main driving axle with the one 
carrying the eccentrics breaks, it will be necessary to take 
dovv^n its mate upon the other side of the engine. Under 
these conditions there will be no means of causing the axle 
with the eccentrics to revolve in unison with the main axle 
and the engine will be helpless because of the impossibility 
of keeping the valves in harmonious motion with the piston. 



74 Locomotive Breakdowns. 

Under these conditions, then, it will be necessary to take 
down both sides of the engine, block both cross-heads, 
deaden or extinguish the fire and tow the engine to the shops. 
If the distance is short the valves may be left connected, but 
if it is so great that they will be apt to cut themselves and 
their seats if left free to move under the action of the eccen- 
trics, they, too, should be disconnected and clamped. It is, 
of course, evident that, if the valve on neither side can be 
worked, the engine is helpless. 

Q. What is the reason for the breakage of side rods? 

A. It is due to two causes : one is the end thrust to which 
they are subjected on account of the work of transmission 
that they are called upon to perform. This amounts to the 
total thrust of the pistons less the adhesive resistance of the 
main driving wheels. The other cause is the centrifugal 
action of the moving rod. This force is the equivalent of an 
evenly distributed load over the whole length of the rod. It 
is dependent upon the weight of the rod and the speed of the 
engine. It is evident, then, that the longer the rod and the 
higher the speed the greater will be the stress upon the metal. 
This latter is probably the principal cause of side rod fail- 
ures, and explains why there are more failures on passenger 
than on freight engines as exemplified in those that occur 
on eight-wheelers or 4-4-0 engines as compared with moguh 
(2-6-0) and consoHdations (2-8-0). 

Q. If a section of a side rod breaks upon a six or eight 
wheeled connected engine of the ten-wheeled, mogul or con- 
solidation types of engines, is it necessary to remove all of 
the side ro^dsf 



Accidents to Guides, Cross-Heads and Rods. 75 

A. No. If the rear section of such rods break it will 
merely be necessary to remove the section opposite it, and 
the engine can be safely run with the forward sections in 
position. In like manner if any other section is broken the 
one opposite it only need be removed. Thus in consolida- 
tion engines with the side rods made in the usual way, if the 
rear or front sections are broken, it is quite possible to run 
with the middle and other uninjured sections in position. 
But If the middle section Is broken It will usually necessitate 
removing the front and rear sections so that the whole of 
the side rod must be removed from both sides of the engine. 

What can be done under these conditions will depend upon 
the location of the knuckle. It is usually in the straps of the 
middle section for both front and back rods. Under these 
circumstances the disconnecting may be done as outlined 
above. If, however, the knuckles are placed ahead of the 
pins, that Is to say In the forward straps of the rear and 
middle sections, then a breakage of the rear section will 
necessitate the removal of all of the side rods on both sides 
because the break In the back section involves taking down 
the middle section, and this. In turn, requires the removal 
of the front one. 

Q. In the case of a four-mheeled switching engine will it 
always be possible to run it finder steam unth the side rods 
down? 

A. No. Some of these engines are so built that the 
crank pin of the forward wheel will strike the cross-head 
unless the two are run together as when everything is in 
position. In engines of this class, when a side rod breaks, it 



^6 Locomotive Breakdowns. 

will be necessary to take down both side rods and both con- 
necting rods, clamp the valves (page i8) and block the cross- 
heads in the forward position (page 20). The engine must 
then be towed in. 

The same thing holds true of some moguls, whose for- 
ward crank pin would strike the cross-head under the same 
conditions of independent action. 

Q. How should side rods he keyed? 

A. The engine should be run upon a straight and level 
piece of track and placed accurately upon the centers. The 
wedges should be so adjusted that the axles stand parallel 
to each other and at right angles to the frames. It is also 
well to have the engine under steam when this work is done 
so that the frames may be expanded by the heat of the boiler 
the same amount that they will be under working conditions. 

After the engine has been put in position all of the keys 
in the rods to be adjusted should be slackened. The main 
bearing should then be keyed first, and the work done so that 
it can be easily moved to and fro by hand. The other bear- 
ings should then be keyed in succession on either side of the 
main crank pin. 

The engine should then be moved to the quarters and the 
other center and a trial made to see that the brasses can still 
be easily moved on the pins. If they can, the work has been 
properly done. 

The reason for placing the engine on the center w^hen 
doing this work is that it is at this point that the greatest 
stress is put upon the rod, and there is no chance for the 



Accidents to Guides, Cross-Heads and Rods, yy 

adjustment of distances as there is at other points of the 
revolution. 

Another point to be borne in mind is that it is better to 
have the brasses keyed too loosely than too tightly. The 
rods may rattle and make a noise under such conditions, but 
the bearings will not heat nor will the rods themselves and 
the crank pins break. 

On the modern four-coupled engine the rods are put up 
with solid brasses bored about 1-64 inch larger than the pin 
so that there is no possibility of changing the adjustment 
of the brasses by keying. 

Q. What precaution should he taken in inspecting side 
and main rods to avoid the danger of breaking? 

A. The break is apt to occur in the corners of the straps 
and the actual rupture will usually be preceded by a crack 
that gradually works out through the metal from the inside 
until the part is so weakened that it is unable to withstand 
the regular working stress. In examining the rods, there- 
fore, these parts should be most carefully inspected for any 
incipient crack that may appear. Such a crack will be read- 
ily detected if the rod is wiped clean, but will be invisible on 
one that is covered with oil and dirt, especially if the former 
is dried and caked. 



CHAPTER V. 
Accidents to the Running Gear. 

Q. What should be done if a driving axle breaks? 

A. The breakage of a driving axle is apt to be a serious 
mishap to an engine. The fracture usually occurs just in- 
side the hub of the wheel. The result is that if the engine is 
running at anything more than a very low speed and the 
main driving axle breaks the wheel will leave the rails and 
carry all of the connections with it, stripping the side of the 
engine upon which it is located of side and main rods, and 
possibly causing the piston to knock out a cylinder head. 

In the case of the breakage of a trailing axle the accident 
may be restricted to the breaking of a side rod in addition to 
the loss of the wheel. This accident is also apt to cause a 
derailment. 

There are, however, instances on record, where the engine 
was moving slowly, that an axle has broken and not injured 
any of the rods and the wheel has remained upon the rail. 
In case the engine is not derailed, the first thing to be done is 
to strip off the connections. If it is a main driving axle, then 
the connecting rod upon the broken side and the side rods 
upon both sides mmst be stripped, and the valve and cross- 
head blocked. The condition of the break will be the guide 
as to whether it will be safe to move the engine under its 
own steam. If all parts are in good condition after the rods 
have been removed, the engine may be moved under its own 
steam, but it must be done very slowly and very cautiously. 

78 



Accidents to the Running Gear. 79 

This may be done to get it on to a siding in order to clear 
the main track, but for a long run to the shop, the remaining 
connecting rod should be taken down and the engine towed 
in. 

Where the breakage is that of a rear axle, it may then be 
possible to disconnect and still leave both main rods in posi- 
tion. Under these circumstances the engine may be run 
slowdy for long distances w^ith safety. 

Before moving the engine, however, it is necessary to 
block up the axle. This may be done in either one of two 
ways : by blocking up the oil cellar as high as it can be 
raised after jacking up the axle. This blocking is done by 
driving wedges in between the bottom of the oil cellar and 
the pedestal brace, as shown in Fig 31. In addition to this 
the equalizer should be pried into a horizontal position and 
a block driven in to hold it there. If the equalizer and 
springs are on top of the frames this is an easy matter, as the 
block will be driven in between the top of the frame and the 
end of the equalizer. 

If the equalizer is below the frame the end should be 
chained up to the lower rail, as shown in Fig. 32. 

Should it be the main axle that is broken this blocking 
will carry the engine by thus throwing the load upon the 
rear wheel. If it is the rear axle that is broken it will be well 
to jack up the rear end of the engine, and chain one or two 
pieces of rail to the frame and allow the back ends to rest 
on the tender frame, as shown in Fig. 33. Then, when the 
engine is low^ered, they will take a portion of the load and 
transfer it to the tender. 



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Locomotive Breakdowns. 





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Accidents to the Running Gear. 8i 

In case the breakage occurs on a consolidation engine the 
oil box that is to be blocked up may be relieved of its load 
by running the rear wheels up on wedges. This lifts the 
frame and renders the blocking more easy. 

Q. What should he done in case a driving wheel breaks? 

A. This is an accident that may be practically identical 
in its results as a broken axle. If it is a trailing wheel that is 
broken the side rods connected to it and its mate must be 
removed, and in the case of a main wheel, the connecting rod 
must be treated in the same manner. The latter, of course, 
involves clamping the valve (page i8) and blocking the 
cross-head (page 20). 

The condition of the wheel will govern the method of 
treatment. If it is so weakened that it cannot carry any load, 
it should be blocked up clear of the rail, just as in the case 
of the broken axle described in the previous question. 
There is, however, a difference to be observed in the block- 
ing. In the case of the broken axle it was recommended 
that the oil cellar be blocked up leaving the journal free to 
turn upon it. Such treatment will result in the cutting of 
the journal; but, under the circumstances, this is a matter 
of no moment, as the axle will be scrapped anyhow. 

Where the wheel is broken, it may be desirable to protect 
the axle and so it will be best to remove the cellar from the 
oil box and fit a piece of hard wood snugly in over the top 
of the pedestal binder to serve as a rest for the axle and 
wheel, as shown in Fig. 34. In other respects the accident 
is to be treated like that of a broken axle, as in the previous 
question. 



82 



Locomotive Breakdowns. 



Q. What should be done if 
a driving wheel lire breaks? - 

A. This accident may or 
may not seriously disable the 
engine. Sometimes the break- 
age of a tire, when running, 
strips off the rods on one side 
of the engine as completely as 
if the axle or wheel had 
broken. At other times the 
tire merely cracks and re- 
mains in position on the 
wheel. 

In the latter case. It is fre- 
quently possible to run the 
engine to the terminal without 
taking down any of the rods. 
Great care and watchfulness 
must, however, be exercised 
while doing this and the en- 
gine must be run very slowly. 
It is recommended, however, 
that if the break occurs on a 
trailing wheel, the side rods 
be remxOved. This will not 
only lessen the stress on the 
tire by relieving it of all driv- 
ing action, but will give it an 
opportunity to fall clear of 




Accidents to the Running Gear. 83 

the engine without doing any damage in case it does come 
off. If the tire has been thrown off and has stripped the rods 
from one side of the engine, the case must be treated in the 
same manner as a broken axle or a broken wheel in the previ- 
ous question. 

Q, What should he done when the main tire on a stand- 
ard eight-wheeled engine breaks f 

A. The wheel should be jacked up clear of the rails, the 
oil cellar removed and a block driven in over the pedestal 
brace to carry the axle, as in Fig. 34. The rods should be 
rem.oved. It is also well to take off the driving springs, and 
block up over the rear axle box beneath the frame so as to 
raise the latter to such a height that the center from which 
the tire Is broken cannot come down against the rail. 

Q. What should be done when a rear tire on a standard 
eight-wheeled engine breaks? 

A. The axle should be blocked up in the same w^ay as 
when the main tire is broken (see four preceding questions). 

Q. What should be done when a forward tire breaks? 

A, Treat the same as in the second question preceding. 

Q, When an axle, wheel or tire breaks on a sta\}idard 
eight-wheeled engine and the blocking is done as directed, 
how is the weight of the engine distributed? 

A. If it is the rear axle, wheel or tire to which the acci- 
dent has occurred, the front axle will be loaded with the 
weight previously carried by itself and the rear wheel with 
something more on account of its location ahead of the point 
of equalizer suspension and nearer to the center of gravity. 
For this reason it is well, when such conditions exist, to 



84 Locomotive Breakdowns. 

place a portion of the weight on the tender, by use of rails 
chained to the frames, as shown in Fig. 33. 

If it is the main driving axle, wheel or tire to which the 
accident has happened the weight previously carried by this 
wheel is distributed between the rear wheel and the forward 
truck so that the increase put upon the former does not 
double its normal load because it is farther removed from 
the center of gravity of the engine than the point of suspen- 
sion of the equalizer. 

Q, Does a driving wheel tire ever leave the center except 
by breaking? 

A. Yes ; they frequently become loose and may leave the 
centers on that account. 

Q. What causes driving wheel tires to become loosie and 
how can that looseness be detected before any damage is 
done? 

A. A driving wheel tire may become loose by being worn 
so thin that the action of the rails hammers out the metal 
and stretches it until its elasticity fails to hold it to the 
center. This is sometimes facilitated by the fact that the tire 
was put on too tightly in the first place. Such a condition 
may put the metal under such a stress, after it has been 
worn thin, that the limit of elasticity is exceeded, and the 
tire takes a permanent set, when the elongation due to the 
action of the rails will make it loose. Or it may have been 
put on with not enough shrinkage, so that the service to 
which it is subjected soon loosens It. 

One of the first indications of a loose tire will be the oil 
that will seem to be oozing out between the tire and the 



Accidents to the Running Gear. 



center. To test the matter a chisel mark may be made on 
the tire and the center and the engine then started two or 
three times. If the two marks show any shifting it is a 
sure sign of looseness. The fact, however, that they do not 
shift cannot be taken as positive evidence that the tire is 
tight. 

An engine upon which it is suspected that a tire is loose 
should be run slowly and cautiously to the terminal. 

Q, What should he done when a driving box brass 
breaks? 

A. The wheel to which the box holding the brass be- 




FiG. 35. — Bi^ocKiNG Beneath Spring Stirrup to Relieve 
Broken Driving Box Brass. 

longs may be run up on a wedge. This will lift the spring 
saddle and a block can then be driven in between the top of 
the frame and the spring saddle, as shown in Fig. 35, which 
will allow the equalizer and springs to act and relieve the 
box of the weight that would otherwise be put upon it. 

If the springs are hung beneath the driving boxes the 
work will be more difficult. The exact method to be fol- 



86 Locomotive Breakdowns. 

lowed will depend upon the type of suspension. Should the 
springs be carried by hangers supported on top of the box 
it may be possible to jack up the spring, remove the hangers 
and chain the spring or pedestal to the bottom rail of the 
frame or to the pedestal legs. 

In case the spring is carried by a hanger made solid with 
the bottom of the box, it may be found best to remove the 
spring or chain the end of the equalizer or equalizers next 
the broken brass to the lower rail of the fram.e, as in Fig. 32. 

If it is the rear brass of an eight-wheeled engine that is 
broken, it will be well to carry a portion of the weight of the 
rear end on the tender frame, as described in the answer to 
the question on page 78, and shown in Fig. 33, provided there 
is room to get the pieces alongside the frames. 

Q. What should he done if a driving box breaks? 

A. This accident very rarely occurs to such an extent as 
to render the box useless. The lugs at the sides are fre- 
quently broken but this does not so impair the strength of 
the box that it becomes necessary to relieve it of the weight 
which it is carrying. When, however, such an accident does 
occur the emergency should be treated in the same manner 
as the broken brass described in answer to the preceding' 
question. 

Q, If the main box of a ten-wheeled (1^-6-0) engine is 
broken so that the brass is useless, how should the blocking 
be done? 

A. The same method should be used as in the case of a 
broken main driving spring, except in the fixing of the main 
box, the blocking should be put beneath instead of above It, 



Accidents to the Running Gear. 87 

and a notched block should be above the axle to steady it 
and assist in taking the thrust of the connecting rod while 
the- engine is in motion. 

Q. What is the cause of the pounding of the driving 
boxes in the wedges when the engine is in motion f 

A. A looseness in the fit between the box and the wedges 
due to wear or improper fitting when the engine w^as erected. 

Q. Why is the pounding of the driving boxes tisiially 
worse upon the left th<in upon the right-hand side of the 
engine when running forward and worse upon the right- 
hand side when running backward f 

A. This is due to the relative position of the cranks. 
The cranks are set on the quarters with the right-hand one 
usually leading when the engine is running ahead. Follovv^- 
ing the course of the steam distribution for a revolution will 
make the action clear. When the right-hand crank passes 
the back center its cylinder takes steam at the back end and 
the driving box is pressed against the forward wedge. This 
continues until the top quarter is reached when the same 
thing takes place on the left-hand side. Soon after the 
exhaust is opened on the right-hand side and there is no 
further pressure in the cylinder to hold the box against the 
front leg of the pedestal, and the box is free to swing back. 
This it does under the influence of the steam pressure in the 
left-hand cylinder. This pressure tends to draw the left 
crank pin ahead, and so the axle turning on the left-hand box 
as a fulcrum is thrown back on the right-hand side and that 
box is moved against the rear pedestal with a comparatively 
light pound, owing to the distance betvreen the boxes being 



88 Locomotive Breakdowns. 

so much greater than that from the left-hand box to the 
crank pin. 

This puts the right-hand box in a position to take the 
thrust of the steam when the crank passes the forward cen- 
ter and no pound takes place at that time. 

The exhaust then opens on the left-hand side with the box 
against the forward wedge where it is held by the steam 
pressure upon the right-hand side, tending to thrust that end 
of the axle to the rear, while the left end is held to the front 
with the box. This continues until the left crank passes its 
forward center, when the admission of steam to the front 
end of its cylinder thrusts it, and with it its box, violently 
to the rear and there is a heavy pound as the latter strikes 
the wedge. 

It will thus be seen that when steam is admitted to the 
right-hand cylinder the box is always against the proper 
wedge to withstand the thrust, while, in the case of the left- 
hand box, the opposite condition exists. 

These conditions are reversed when the engine is running 
backward and the left is the leading crank. 

Q. How can the pounding of driving boxes he remedied? 

A. By setting up the live wedges, and this can be done 
as follows: 

In order to do this properly all of the boxes must be 
brought up snugly against the front wedges, which are 
usually the fixed or dead ones. This may be done when the 
engine is cold by pinching it ahead until the cranks are upon 
the upper eights. This pushes all of the boxes against the 
front wedges. If the cranks are on the lower eights the 



Accidents to the Running Gear. 89 

boxes will be drawn against the rear wedges when the pinch- 
ing is done against the rear wheel. 

The boxes may also be drawn against the forward 
wedges by moving the engine into the upper eighths position 
and then, after blocking the wheels, admitting a little steam 
to the cylinder. 

When the boxes have been properly set, the live wedges 
should be run up against the boxes with a short handled 
wrench so that they may not be set up too tightly. 

As there must be some play between the wedges and the 
box, they will probably bind if left in this position. It is, 
therefore, necessary to relieve them a little. To do this 
make a mark on the pedestal at the tops of the live wedges 
and then lower each to them an equal amount, which should 
be about }i inch. This will make it possible for the boxes 
to play freely up and down between the wedges and yet not 
be so loose as to pound. 

Q. If a wedge bolt breaks, what is apt to be the result f 

A. The upward movement of the box is liable to catch 
the wedge and carry it up with it until it is jammed and 
stuck. 

Q. What should be done with a broken wedge bolt? 

A. It is sometimes possible to splice the two ends of the 
bolt together by screwing each of them half way into a nut. 
When this cannot be done the wedge may be held up in 
position by a nut or piece of iron fastened beneath it with a 
piece of wire. 

Q, What will be likely to occur in case the box is stuck 
between the wedges? 



90 



Locomotive Breakdowns. 





Accidents to the Running Gear. 91 

A. The first effect of the fastening of the box will be to 
cause the engine to ride very hard by depriving it of the 
action of the springs. When the box clears and lets go the 
sudden release of the frame will throw such an excessive 
stress upon the springs that they or their hangers may be 
broken. 

Q, How may a driving spring zvith a cracked leaf be pro- 
tected against breaking f 

A. Where a driving spring has been weakened by the 
cracking of a plate, and is still strong enough to carry its 
load under ordinary conditions, it may be protected against 
further fracture by partially blocking the equalizer. This 
can be done by strapping a nut or block to the frame or 
equalizer, as shown in Fig. 36. The stop piece A should 
be fastened on top of the frame in such a way that it does 
not touch the equalizer under ordinary conditions. Then, if 
an excessive jar causes an undue deflection of the spring, 
the end of the equalizer striking this block will relieve the 
spring of the extra stress to which it would otherwise be 
subjected, and thus avoid a further break. 

Q, What should be done if a driving spring stirrup or 
hanger should break? 

A. The work to be done is to relieve the broken part of 
the load and so block the frame that the engine can be run. 
In order to do this blocking it is necessary that the frame 
should first be raised from the driving box over which the 
break has occurred. This may be done either by jacking or 
by running the wheels up on wedges laid on the rails. The 
former requires a longer time and so can hardly be used 



92 Locomotive Breakdowns. 

where a broken engine is blocking the main line. Where 
the wheels are run up on wedges it must be done carefully 
as there is always a danger of derailment. 

If it is the main spring stirrup or hanger that Is broken^ 
on an eight-wheeled (4-4-0) engine, a block should be put 
over the rear box and beneath the frame or wedged in be- 
tween the equalizer and the frame. The rear wheel is then 
to be run up on the wedge, thus lifting the frame and reliev- 
ing the front or main box of its load. Blocking should then 
be placed between the main driving box and the frame and 
the rear wheel run down from the wedge. This relieves the 
equalizer of its load and the main spring, with its stirrup 
and hangers, can then be removed and blocking put between 
the equalizer and the frame, thus raising that bar up to its 
proper position with the final blocking in position, as shown 
in Fig. 37. 

In case of underhung springs the method of procedure is 
the same with the exception that it may be difficult to block 
or chain the equalizer. Under these circumstances it may be 
necessary to place blocking over both boxes and remove all 
of the spring rigging from that side of the engine. 

If it is a stirrup or hanger of the rear or trailing axle 
spring that is broken the process must be reversed. That is 
to say the front wheel should first be run up on the wedge 
to relieve the rear boxes of the weight and thus make it 
possible to block over that box. 

When the accident occurs on the main spring stirrup or 
hanger of a mogul (2-6-0) or ten-wheeled (4-6-0) engine 
the weight can be removed from the box by running the 



Accidents to the Running Gear. 93 

front wheel upon a wedge. If it is at the front or rear 
spring, the main wheel should be raised. 

The blocking of the rear and main driver of the mogul 
should be done in the same way as that described for the 
eight-wheeled engine. If it is at the forward box, it may be 
necessary to remove the springs from both sides as these 
are equalized with the truck. Should it be the hanger only 
that is broken, the fractured part may be replaced with a 
chain. 

If it is found to be necessary to block both of the forward 
boxes, the intermediate equalizer to the truck must also be 
blocked, as in Fig. 46. 

The chief thing to be borne in mind is, that when the 
stirrup breaks blocking must be resorted to and that, if the 
break is on a hanger, it is frequently possible to replace the 
broken part with a chain. 

Q. What should be done if a driving spring breaks f 

A. This accident involves the same conditions and calls 
for the same treatment as that detailed in the answer to the 
question on page 91. It is usually impracticable, or at least 
undesirable, to attempt to replace a broken driving spring. 
The better way is to remove all the attachments that are Hable 
to shake loose and proceed to block the engine in exactly the 
same manner as that prescribed for a broken spring stirrup 
or hanger. 

Q. If the spring of the main driving box of a ten-wheeled 
(Ji--6'0) locomotive breaks how should the blocking be 
placed? 

A. Where the springs are over the boxes the equalizers 



94' 



Locomotive Breakdowns. 




xn 






o 

o 
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M 

P< 

o 

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2 
ft 

52; 

w 
o 

PQ 

P^ 
o 
f^ 

O 

M 

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to 

C 



Accidents to the Running Gear. 95 

are usually between the rails of the frame. First put a block 
in between the top of the main box and the frame and run 
the driver up on a wedge so as to relieve the front and back 
Vv^heels of a portion of the weight. Then raise the ends of 
the equalizers and put blocks in between their inner ends 
and the lower rail of the frame, as shown in Fig. 38. Then 
run the main wheel off from the wedge and the forv%^ard 
driver up on it. This will relieve the main box of the load 
and make it possible to put in a thicker block so as to raise 



Fig. 39. — Method of Chaining Four-Whe:si.ed Truck 
Frame with a Broken Front Axle. 

the frame more nearly to its original height. When this 
has been done the wedge under the forward wheel may be 
removed and the engine is ready to proceed. 

Q, IV hat should he done if an axle under a front four- 
wheeled truck breaks? 

A. The end of the truck where the break has taken place 
should be jacked up and the wheels with the broken axle, the 
boxes and other parts likely to shake loose removed. The 
end of the truck so raised should then be chained securely 
to the frames, as shown in Fig. 39, after which the engine 
may be slowly run to the terminal. 



96 



Locomotive Breakdowns. 




Accidents to the Running Gear. 97 

Q. What should be done if the truck axle of a consoli- 
dation or mogul engine breaks? 

A. The front end of the engine should be jacked up and 
the truck removed. This is faciUtated by taking down the pi- 
lot or front step. While the front end is thus raised, the for- 
ward spring stirrups should be removed and blocking placed 
beneath the frames on top of the oil boxes, as shown in Fig. 
40. This will keep the front end of the engine up and at 
the same time put the load previously divided between the 
truck and the front driving wheel entirely on the latter. 
It may also be found to be necessary to remove the springs 
to prevent them from shaking loose. 

After the engine has been thus blocked it may be run 
slowly and carefully to the terminal, keeping it in mind that 
the forward axle is carrying an excessive load and is liable 
to heat. 

Q. What precaution should be taken in the inspection of 
the running gear to avoid accidents upon the road? 

A. The springs, spring hangers and equalizers should 
be carefully examined for incipient cracks and flaws, and 
the tires, for any indication of looseness. As soon as any 
such defects appear they should be remedied at once, as 
the running stress will be very apt to increase them and 
inake them dangerous. In the matter of axles, the breakage 
usually occurs next to the wheel on the inside, where it is 
impossible to inspect. Safety here lies in using ample 
strength at the start and limiting the life of the axle to what 
it is known it will stand. 



CHAPTER VI. 
Truck and Frame Accidents. 

Q, How can the truck of a mogul or consolidation engine 
be removed? 

A. First disconnect the radius bar and then block up the 
front end of the engine to a height sufficient to permit the 
removal of the center pin from the bearing. The truck can 
then be removed. 

It will depend somewhat on the construction of the engine 
as to what should be done in the blocking of the equaHzer. 
If this is so proportioned that the rear end will strike the 
boiler before the front end will come down to the rails it 
will need no blocking. If this will not occur it may be 
blocked down at the back, or, better still, chained up at the 
front by a chain passing through the center pin bearing, as 
shown in Fig. 40. 

Q. Is it not possible to run the engine with a broken 
truck axle without removing the same from the frame? 

A. If the axle is broken outside the box, it may be pos- 
sible to raise that corner of the truck where the break has 
occurred and by chaining it well up cause the remaining 
wheel to hug the rail. In this way the engine may be run 
slowly and carefully without removing the broken axle. 
This applies only to four-wheeled trucks, as it would be 
hazardous to attempt to run a pony truck in this condition 
(see Fig. 39), 

98 



Truck and Frame Accidents. 



99 




100 



Locomotive Breakdowns. 



Q, What should he done when an engine truck frame is 
broken? 

A. As In many other cases the method to be followed 
will depend somewhat upon the nature of the break. If the 
frame of a four-wheeled truck is broken between the bolster 
and the equalizer springs it may be possible to run it. First 
jack up the engine to relieve the truck of the weight, and 
then block up the center of the frame with blocking resting 
on the equalizers, as shown in Fig. 42. The weight can then 





Fig. 42. — Outline of Method of Blocking Four-Wheelkd 
Truck with Broken Frame. 



be lowered to rest on the center plate, and the engine run 
carefully to the terminal. 

Q, What should he done when the pony truck frame 
under a consolidation or mogul engine hreaksf 

A. As this frame corresponds to the transom of a four- 
wheeled truck frame, it will take less time and be far safer 
to remove the truck from the engine as described in the 
answer to the question on page 98, than it will to attempt to 
splice the frame. 

Q. What can he done in case a spring hanger of an 
engine truck hreaksf 



Truck and Frame Accidents. 



lOI 



A. The broken part can usually be replaced by a chain. 
The bolster or frame should be jacked up above its normal 
position and the spring chained fast, as shown in Fig. 43. 
The imposition of the load and the slipping of the chain will 
usually let it come back to its proper place. The engine 
should be run slowly and carefully. 

Q. What should be done in case of a breakage of a tran- 
som of a four-wheeled engine truck? 

A. It is usually possible to chain the bolster, or, in case 




Fig. 43. — Method oi^^ Chaining Four-Whe:klkd Truck 
WITH Broken Spring Hanger. 

of a rigid truck, the broken part to a piece of rail laid across 
the top of the frame. Where a piece of rail of the proper 
length is not available, the end of the bolster may be chained 
to the frame, or, with a rigid truck, a heavy stick of timber 
may be laid across on top of the equalizers to carry the load. 

Q. What should be done mith a broken truck zvheel? 

A. If it is a rear wheel of a four-wheeled truck, it may 
be chained to a piece of rail or timber laid across the top 
of the truck in such a way as to prevent it from turning. 
The engine may then be moved with the wheels sliding. 



102 Locomotive Breakdowns. 

If it is a forward wheel that is broken, the same method 
may be followed to move the engine to a siding to clear the 
track. After which, if a fresh pair of wheels to replace the 
broken ones are not available the truck should be taken out 
and turned around, and then, with the disabled wheels re- 
m.oved, chained to the frame in the same manner as described 
for a broken axle in the answer to the question on page 95. 

Q, What should he done in case the center pin of a pony 
truck breaks? 

A. The front end of the engine should be jacked up so 
as to relieve the equalizer of all load. The back end of this 
equalizer should then be blocked down, as in Fig. 46, so 
that the front end cannot strike the axle. After which the 
jacks can be removed and the engine run cautiously with 
the full train. The reason for slow and cautious running in 
this case is that the front truck being entirely relieved of 
all load would be apt to leave the rails if the speed were 
high. 

Q. What should he done in case an engine truck center 
casting hreaks? 

A. If the breakage occurs upon a four-wheeled truck' it 
wall usually be possible to block it up with pieces of rail or 
timber placed across the tops of the equalizers. 

Should the accident occur on a pony truck the blocking 
may be put between the top of the truck frame and the 
engine frame. 

In either case, when the engine is so blocked, the truck 
will not swing readily beneath it, and so there will be a 
constant danger of derailment on curves„ Consequently, the 



Truck and Frame Accidents. 



103 



engine should be run slowly and carefully to the shops or 
terminal. 

Q, What should he done when an engine truck spring 
breaks? 

A. The front end of the engine should be raised and the 
truck frame blocked up over the equalizers, as shown in Fig. 
44. The blocking should be put over the equalizers because 
if it is put on the axle boxes, the increased stress put upon 





Fig. 44. — Method of Blocking Engine: Truck Frame 
WITH Broken Spring. 



the frame on account of the greater distance of the support 
from the center may cause the frame to bend. 

If, however, the breakage is that of a spring on the pony 
truck of a mogul or consolidation engine, the truck may be 
jacked up and blocking inserted between the oil box and the 
frame. 

Q, What should he done when an equalizer hreaks? 

A. The engine must first be raised, as in the case of a 
broken spring stirrup or hanger, page 91. This can usually 
best be done with a broken equalizer by jacking up the back 
end of the frame on the side where the break has occurred. 
All parts likely to shake loose must then be removed, and 



104 Locomotive Breakdowns. 

blocking placed over both axle boxes next the equalizer to 
carry the frame, as shown in Fig. 45. 

If the break has taken place near the end of the equalizer 
it may be possible to block under that end in the same way 
as in Fig. 37, and thus avoid the necessity of blocking over 
one of the axle boxes. 

If the equalizer is below the frame it may be possible to 
apply the same remedy; chaining the end of the equalizer 
instead of blocking it, in the same way as in Fig. 32. 

Q, What must he done when an equalizer stand breaks? 

A. If it is the stand itself that is broken the same remedy 
must be applied as in the case of a broken equalizer (see 
previous question). Should it be m^erely the bolts that have 
given way, it may be possible to jack the engine so as to 
relieve the stand of its load and then refasten it in position 
by other bolts. 

Q. What should he done if a eross equalizer on a mogul 
engine is hroken? 

A. Jack up the front end of the engine and put blocking 
over the forward driving axle boxes to carry the frame. 
Also remove the springs and the broken part and block the 
intermediate equalizer down, as shown in Fig. 46. Or, as 
an alternative, the blocking over the axle box may be 
omitted and the forward end of the driving spring chained 
down to the frame, as shown in Fig. 47, provided there 
is room for the passage of the chain back of the driving 
wheel. The blocking of the equalizer may be left as de- 
scribed. 

Q, What should he done when the intermediate equalizer 
of a mogul engine is hroken? 



Truck and Frame Accidents. 



105 




io6 



Locomotive Breakdowns. 



A. The front end of the engine should be raised and 
blocking be placed either over the forward axle box, as 
shown in Fig. 46, for a broken cross equalizer; or above 
the cross equalizer and beneath the boiler, thus holding the 
former down in position. The broken part is, of course, to 
he removed. 

Under the conditions the truck is relieved of its load and 




P'lG. 47. — An A1.TKRNATIVE: METHOD OF Blocking a Mo- 
gul OR Consolidation IvOcomotivk with a Broken 
Cross Equalizer. 

the engine should be run slowly and cautiously for the 
reasons set forth in the answer on page 102. 

Q. What should be done if an engine frame breaks? 

A. There is really no repairing that can or need be done 
upon the road. The frame is intended to carry the working 
parts of the engine and sustain the stresses incident to the 
Avork performed. It is, however, supplemented by the boiler 
and its connections, as well as by its own construction, in 
that it usually consists of two rails. These are ordinarily 
sufficient to make it possible to run the engine without dan- 



Truck and Frame Accidents. 107 

ger of further injur^^; provided the speed is low and without 
making any changes in the parts. 

It is well under these conditions to give up at least a por- 
tion of the train, and under no circumstances should another 
engine be allow^ed to pull one so disabled when there is a 
train behind the latter. 

Q, If an equaliser is heiit or cracked, how can it he pro- 
tected from further damage? 

A. If the bend or crack is at the center of the bar, the 
only relief that can be effected will be to remove the bar or 
chain the ends of the springs to the frames, thus destroying 
its action, just as when it is broken. If the injury is at a 
distance from the center, the spring hanger at that end should 
be removed and the spring chained to the frame, w^hile a 
blocking may be put between the frame and the bar to pre- 
vent motion. This blocking should, of course, be placed 
between the place where the weakness has developed and 
the post. This also destroys the action of the equalizer as 
such, and need only be employed when there is danger of an 
immediate rupture. It may be added that such defects 
rarely appear in the body of the rod, but are usually found 
at the center and ends, where the greater portion of the 
stresses are carried and the equalizer is weakened by the 
slots for the posts and hangers. 



CHAPTER VII. 
Boiler Troubles. 

Q. What are the principal causes of water being carried 
over into the cylinders from the boiler f 

A. Priming and foaming. 

Q, What is the difference between foaming and priming? 

A. Foaming is caused by the presence of some foreign 
substances in the water, such as alkali or oil, whereby a 
soapy mixture is formed that is very light. There are many 
other substances besides the two named that may cause this 
foaming, such as cornmeal, that is sometimes used to stop 
leaks, and mud. 

Priming usually takes place where the boiler is being 
forced or where the steam space is too small to accommodate 
the amount being generated. This causes the steam, as it 
rises from the water, to carry the latter with it and over into 
the cylinders. This phenomenon may also be caused by de- 
fective circulation, whereby the steam does not have room to 
pass through the water but drives the latter ahead of it as it 
moves through narrow and contracted spaces. 

Q. How can the foaming of the boiler he detected? 

A. Ordinarily the first indication of foaming is the ap- 
pearance of water at the top of the stack. When this hap- 
pens the first thing to be done is to shut off steam and allow 
the water to settle. If, then, there are three gauges of 
water, the trouble will probably be found to be due to too 
much water in the boiler. If, on the other hand, the water 

io8 



Boiler Troubles. 109 

settles down so that there is only one gauge of water, or not 
even that, foaming will undoubtedly be the trouble. Foam- 
ing also manifests itself by the whitish appearance of the 
steam as it escapes from the stack, cylinder cocks or water 
gauges, as well as by the sound which it makes when issuing 
from the latter. It does not make the clear whistling noise 
of steam nor the rushing noise of water, but a choked flutter. 

Q. When it has been determined that the boiler is foam- 
ing what should he done! 

A. The cylinder cocks should be opened so as to pre- 
vent the knocking off of the cylinder heads as the result of 
the entrained water. The surface blow-off, if there is one, 
should be opened. The left injector, as well as the right, 
should be put to work to raise the water level. Steam should 
be shut off at frequent intervals, and the water allowed to 
settle, so that its true level may be known and not allowed 
to rise too high or fall too low, and the speed should be 
reduced if necessary. 

On reaching the first stop, enough soHd water should be 
in the boiler to permit it to be blown down for two gauges. 

Q, What should he done when a h oiler is priming? 

A. The injector should be shut off and the water level 
lowered and the fire checked so as to lessen the rate of evap- 
oration. 

Q. How can the foaming of oily water be checked or 
stopped? 

A. A piece of sulphate of copper or blue vitriol placed In 
the supply pipe will frequently stop foaming due to oil or 
grease, provided no alkali has previously been put in the 



no Locomotive Breakdowns. 

water. The blue vitriol can be obtained at any local tele- 
graph office. 

As soon, however, as a water station is reached, the tank 
should be allowed to overflow freely, so that the oil which 
rises to the top of the water may be swept away. This 
method of getting rid of the oil is further facilitated by put- 
ting on the heater at the same time. 

Q. If the water in a boiler falls so low as to leave the 
crown sheet uncovered , what should be done? 

A. The engine should be stopped and the fire banked 
with earth so as to prevent the crownsheet from being 
burned. After the boiler has cooled somewhat and the 
steam pressure has fallen, the injector may be started and the 
water level raised. When water appears at the first gauge, 
the fire may be cleaned and the run resumed. 

Q, If the boiler is fitted with a fusible plug that is melted 
on account of the water falling to too low a level, what 
should be done? 

A. This will put out the fire and disable the engine. It 
only remains to protect the train and prepare to be towed in. 

If, however, another fusible or solid plug is available, this 
may be put in place after the steam pressure has been low- 
ered, and the boiler again filled through the safety valve, 
after which the fire may be rekindled. As this involves the 
consumption of an excessive length of time, it is usually out 
of the question to consider it. 

Q. What should be done if a Hue is leaking baidly? 

A. If the leak is at the tube sheet where the tube Is ex- 
panded into place, nothing can be done upon the road. If, 



Boiler Troubles. 



Ill 



however, the leak is due to a defective tube, and water is 
blowing through to the firebox, it may be plugged. This 
can be done by cutting the end of a pole into the shape of a 
plug that will fit the interior of the tube, and practically 
cutting it off so that the pole can be easily broken at that 
point, as shown in Fig. 48. This plug is then inserted in the 
end of the tube and driven home, after which the pole is 
broken, at the partially severed point, leaving the plug In 
position as shown in Fig. 49. The part of the plug project- 
ing into the firebox will be burned off, but the body, being 





Fig. 48. — Pole: Sharpened 
FOR Plugging Tube: and 
Ready for Insertion. 



Fig. 49. — A Plugged 
Tube. 



protected by the tube, will usually hold in position until the 
end of the run is reached. This causes the leaking steam and 
water to go into the smokebox, whence it is carried away 
by the exhaust. 

There are plugs especially made for doing this work, but 
they are not ordinarily supplied to locomotives. An exam- 
ple of this type of plug is shown in Fig. 50. This is known 
as the Morgan tube stopper and can only be applied when 
the engine is cool. It consists of a cap that sets down 
over the end of the tube, and is held in position by a bolt 
running through to a similar cap al the other end of the 



112 



Locomotive Breakdowns. 



tube. These stoppers are extensively used at sea, but their 
application to locomotive work is quite limited. 

Q. If, in blowing down the boiler in accordance with the 
answer to the question on page lop, the blow-off cock should 
become clogged so that it cannot be closed, what should be 
done? 

A. Such a condition will probably result in the empty- 




FiG. 50. — Th:^ Morgan Tub^ Stoppkr. 

ing of the boiler to such an extent as to lay bare the crown- 
sheet of the firebox to the action of the fire. The fire should, 
therefore, be drawn at once. If the bed of coals happens to 
be thin at the time, it may be possible to draw it away from 
the firebox sheets and heap it up on the center of the grates 
and then deaden the whole by shoveling in damp earth, thus 
choking the fire and keeping the incandescent coal away 
from the sheets, so as to avoid all possibility of burning. 



Boiler Troubles. 113 

Q, In case the drop grate on a locomotive halving a shal- 
low ash pan should become broken or burned out, what 
should be done? 

A. The fire should be drawn back off from the broken 
part and the space beneath filled up to the level with the 
top of the grates wath stones. The coal should be thrown on 
over it, that an excessive amount of air may not be drawn 
up through the air space between the stones. 

Q. // the drop grate on an engine having a deep hopper 
ash pan should be broken or burned, what should be done?. 

A. The engine should be run to the first point w^here a 
supply of splice bars or other short lengths of iron or steel 
can be obtained, and after pulling back the fire, these may 
be used to bridge the opening and form a grate to carry 
the fire to destination. 

Q. How can leaky joints in the exhaust pipe of a loco- 
^native be located? 

A. This is not a serious defect, nor is it one that will 
require any attention upon the road. Where the air brake 
pump exhausts into the passages of the saddle, a leak may be 
located by plugging or blocking the nozzle and starting the 
pump with an angle cock open so that no pressure will ac- 
cum.ulate in the main reservoir. The pressure of the ex- 
liaust, that will be choked by the plug in the nozzle, will 
cause the steam to escape from any leaks that may exist in 
the passages or pipes. 

If the air pump does not exhaust into these passages, it 
will be exceedingly difficult to make a proper examination. 
It may, however, be done vvhen the steam is low, with a 
pressure of from 25 to 30 pounds. 



114 Locomotive Breakdowns. 

The nozzle should be plugged as before, and the wheels 
thoroughly well blocked. The throttle may then be opened 
a little and the reverse lever moved backward and forward. 
This will put a pressure in the exhaust pipes and passages 
that will escape from the leaks if there are any. 

0. What is the best time to inspect an engine for leaky 
steam pipes in the front end? 

A. It is well to do this after the fire has been drawn and 
the boiler allowed to cool, so that the temperature of the 
front end has fallen considerably below that existing there 
when the engine is at work or just in from a run. This 
will make it possible to see where the leaks are much more 
easily than when everything Is hot, since, under the latter 
conditions, the escaping steam is taken up by the hot air and 
cannot be seen as readily as when the boiler is cooler, neither 
is it possible for the inspector to examine the suspected 
parts as closely. 

Q. Is there any danger in allowing boilers to stand under 
pressure? 

A. The evidence on this point is not altogether conclu- 
sive, as it has not yet been positively ascertained exactly 
what occurs inside of a boiler when an explosion does take 
place after the boiler has been standing under pressure 
for a time. The following phenomena have, however, been 
observed : 

Water that has been in a boiler until the air has been ex- 
pelled and then allowed to cool and become quiet, can be 
heated in the open air to a temperature considerably above 
the boiling point before ebullition will take place. Water 



Boiler Troubles. 115 

so superheated will burst at once into a violent state of ebul- 
lition that amounts almost to an explosive energy, if the 
vessel containing it is subjected to jars or shocks. It is a 
common occurrence for boilers to explode at the instant 
of the opening of the throttle after they have been standing 
for a time. 

The conclusion that has been drawn from this series of 
observed phenomena is that, the boiler having been quietly 
standing under pressure, the water has become superheated, 
and then, when the throttle is opened, the outflow of steam 
causes a disturbance of the water resulting in a sudden liber- 
ation of steam with a correspondingly sudden increase of 
pressure. This increase of pressure, though comparatively 
slight, but acting, as it does, like a blow upon the sheets, may 
be sufficient to cause a weak section to give way, thus pro- 
ducing an explosion that would not have occurred had the 
boiler been in first class condition. 

Q, Does the form of the seams of a boiler have any ef* 
feet upon the rate of deterioration of the sheets? 

A. Yes, a very decided effect. A seam should be so con- 
structed that the application or removal of pressure from a 
boiler should have no effect upon the shape of the metal of 
which the seam is formed. That is to say, the variation of 
the pressure should have no tendency to cause a bending of 
the metal. Thus the old fashioned lap seam. Fig. 51, is of 
such a character that, when pressure is applied to the boiler, 
there is a tendency to bend the sheet at a. A continued repe- 
tition of the load frequently causes grooving and subsequent 
fracture at that point. 



ii6 Locomotive Breakdowns. 

On the other hand, with the welt seams, Fig. 52, there is 
no such tendency to bend the metal. 

Q. Is there any danger in making repairs while pressure 
is upon the boiler? 

A. It is inadvisable to do this because, if the metal is 




Fig. 51. — Lap Se:am. 

grooved or weakened in any way, the jar due to the use of 
a hammer or calking tool may start a crack that will precipi- 
tate an explosion. It is a safe rule to follow that all repairs 
should be made on a cold boiler. 

Q. What should be done if a sheet cracks? 

A. Cracked sheets are not uncommon in locomotive 
boilers. The places where such cracks most commonly ap- 

Fig. 52.— a Wklt Skam. 

pear are the throat sheet, the tube sheet and the side sheets 
of the firebox. The cracking of a sheet does not necessarily 
mean that an explosion is imminent. On the other hand, 
the very fact that the crack was not followed instantly by 
an explosion is a warrant that it is not threatened imme- 
diately. However, the crack does indicate a weakness of the 
boiler, and the pressure should be at once reduced. 



Boiler Troubles. 117 

This can best be done by throwing earth in on the fire and 
starting the injector. A careful inspection should be made 
to determine the extent of the injury, and the continued 
movement of the engine or train should depend upon the 
extent of damage sustained and the likelihood of an increase 
of the same. 

Q. What should he done in the ca^e of a blistered sheet? 

A. Blistered sheets are not as common in steel as they 
were in iron on account of the greater homogeneity of the 
former metal. 

Blisters occur in the firebox w^here the plates are subjected 
to the direct action of the fire. They are of the same shape 
as a blister upon the hand and are of all sizes from that of a 
five cent piece up to a foot or more across. They have the 
same shape, but should not be confused with bagging or 
sagging. When a blister forms the same precautions should 
be taken as in the case of a cracked sheet. If inspection 
shows that the blister is not large and has not raised away 
from the sheet over an area measuring more than two or 
three inches across, the engine may proceed under reduced 
pressure, but repairs should be made before it is again sent 
out upon the road. 

Q. What is tthe progressive action of a steam boiler ex- 
plosion? 

A. The initial rupture takes place at some point of weak- 
ness of the structure, which opens sufficiently to permit of 
the outpouring of a considerable quantity of the contained 
steam and water. These contents rush out w^ith a tremen- 
dous velocity under the influence of the pressure existing 



ii8 Locomotive Breakdowns. 

within. The impact of this rapidly moving mass against 
the surfaces and edges of the already weakened part pro- 
duces stresses far in excess of those existing before the 
initial rupture took place. The result is that, in an incon- 
ceivably short space of time, the sheets are torn asunder, 
and the reaction of the expanding steam on the unsupported 
plates of the boiler hurls the latter from its setting, spread- 
ing death and destruction, and the explosion is an accom- 
plished fact. 

The rupture usually follows lines of weakness previously 
existing in the sheets either as the result of deterioration or 
of construction. Thus it will follow groovings along a lap, 
the line of rivet holes of a seam, or the edge of a welt 
where there is a chance for the sheet to make a short bend 
and tear like paper along the edge of a ruler. 

Q. What is the source of the energy set free in boiler ex- 
plosions and what is its magnitude? 

A. The source of the energy displayed in boiler explo- 
sions is the heat stored in the contained water. Other things 
being equal, the greater the quantity of water held by the 
boiler the greater will be the effects of the explosion. The 
water is heated to a temperature corresponding to the pres- 
sure of the steam. Thus, if the pressure is i8o pounds per 
square inch, the temperature of the steam and water will be 
380 degrees Fahr., or 168 degrees more than the temperature 
of water boiling in the open air. To convert water of 212 
degrees Fahr. into steam having the tension of the atmos- 
phere requires an addition of about 965.0 heat units. Hence, 
if a pound of water at a temperature of 380 degrees be cooled 



Boiler Troubles. iig 

to 212, i68 heat units will be set free, or enough to evap- 
orate 17 per cent, of the water into steam h^Lving the tension 
of the atmosphere. 

This is exactly what takes place in a boiler explosion. 
The restraint upon the expansiveness of the steam having 
been removed, a portion of the water flashes into steam 
and this, expanding to atmospheric pressure, causes the 
parts of the fractured boiler and adjacent objects to be 
hurled in all directions. 

Considering the subject from another point of view, name- 
ly, the amount of energy set free by the explosion of a loco- 
motive boiler. Take a boiler containing 2,400 gallons, or 
20,000 pounds of water, at a temperature corresponding to a 
pressure of 180 pounds per square inch. In cooling down 
to 212 degrees, each pound liberates 168 heat units or a total 
of 3,360,000. As the mechanical equivalent of a heat unit is 
778 foot pounds, the mechanical energ}^ of the heat thus set 
free is 2,614,080,000 foot pounds or an amount sufficient to 
lift a locomotive weighing 190,000 pounds to a height of 
more than two and a half miles. Of course no such re- 
sults as this are ever developed because of the dissipation 
of the energy in all directions. But the energy thus shown 
to exist gives an idea of the reason why boiler explosions are 
so disastrous. 

Q. Is the fact that a boiler has been tested at hydrostatic 
pressure an absolute safeguard that a boiler will not explode 
when subjected to the same steam pressure f 

A. No. There are numerous instances on record where 
a boiler has been subjected to a hydrostatic test and, almost 



I20 Locomotive Breakdowns. 

immediately afterwards, when under steam of less pressure, 
has broken a brace or exploded. 

The reason for this is that, in the two cases, the conditions 
of the stress are very different, and this is due almost en- 
tirely to differences of temperature. In the case of the hy-- 
drostatic pressure, the water is cold or, at any rate, consid- 
erably below the boiling point, whereas when the boiler is 
under steam the whole structure is heated to a high tem- 
perature and there may be wide variations in the temper- 
ature of the different parts, thus introducing stresses that 
are entirely independent of the pressure. 

Q. What are some of the causes of locomotive boiler ex- 
plosions? 

A. In comparison with boilers used in some other classes 
of work, locomotive boiler explosions are infrequent, and 
are usually due to the deterioration of age and service or to 
negligence on the part of the engineer. There are almost no 
locomotive boiler explosions occasioned by bad design. They 
are now built in accordance with approved designs, and 
there is rarely a defect in one of these boilers that is not 
common to the whole class. 

Explosions due to deterioration may result from a thin- 
ning of the plates by corrosion, the cracking of the same 
by repeated bendings under the influence of unequal expan- 
sion and contraction of the different parts and the breaking 
of the staybolts in the firebox in such quantities that the 
sheets cannot withstand the pressure, and they give way. 

Neglect may result in an explosion and low water may be 
the cause. If the crownsheet is allowed to become bare 



Boiler Troubles. 



121 



while a high steam pressure is still maintained, the sheet 
will be overheated and weakened. If this is carried far 
enough, as it som^etimes is, the sheet will first bulge down~ 
ward, bagging between the staybolts and stretching the 
metal, as shown in Fig. 53. When this has reached a cer- 
tain limit, the plate will be stripped from the staybolts and 
the crownsheet will come down. 

In a general way the statement holds that locomotive 




Fig. 53. — A Bagged Crownsheet. 

boiler explosions invariably occur because the boiler itself is 
too weak to withstand the pressure to which it is subjected. 

Q, Where are staybolts most apt to break f 

A. In the upper rows at the front end of the firebox. It 
is at this point that the widest variations of expansion of 
the two plates united by them take place. The side sheets 
are rigidly fastened together at the mud-ring, and also at 
the back head. As the inside sheet is subjected to the direct 
action of the fire, it is the hotter of the two, and therefore 
expands the more. The difference in the expansion of the 
two plates is subject to constant variation, and this causes a 
continual bending of the staybolts at the inner face of the 
outside sheet, a bending that will eventually cause fracture. 

Q, How are broken staybolts detected? 

A. By striking on the outer end with a light hammer and 



122 Locomotive Breakdowns. 

listening to the sound. If the noise of the blow is like that 
struck upon a solid substance, the probability is that the 
staybolt is intact. If a hollow sound is given out, the stay- 
bolt will undoubtedly be found to be cracked. No written or 
verbal instructions, however, will serve to make a man a 
staybolt inspector. It can be learned only by practice and 
close observation. 

Q. What are some of the common causes of holier depre- 
ciations that are apt to cause explosions? 

A. The most common is a corrosive grooving that is apt 
to take place along the edge of a longitudinal s^am due to a 
constant bending at that point, which is usually due to an 
improperly made seam, or one wherein the plate has been 
grooved by the calking tool. Pitting may also be the cause 
of an explosion, though this is more rare as it is easily de- 
tected by inspection, and the sheet removed before a dan- 
gerous condition has been reached. The same holds true of 
the external corrosion of the firebox sheets. The repeated 
rolling of the tubes may also bring about a dangerous con- 
dition, on account of the metal being made so thin that it 
will not remain tight. This, however, rarely causes an ex- 
plosion, as the tubes will give ample warning of their con- 
dition by leaking, so that they must be removed before the 
pressure becomes such as to strip them from the tubesheet. 

To sum this matter up, locomotive boiler explosions are 
due to a deterioration of the sheets of the shell or firebox or 
to the negligence of the engineer. 

Q. What is the progress of events in the overheating of 
a crownsheet? 



Boiler Troubles. 123 

A. It is well known that both iron and steel lose in tensile 
strength very rapidly as they are heated. At a temper- 
ature at which they are a bright red, they have only about 
one-fourth the tensile strength that they have at the ordi- 
nary steam temperatures. While at a welding heat they 
have no resisting properties and cannot sustain any load. 

Consequently, when the crownsheet becomes bare, while 
subjected to the action of the fire, it is rapidly heated and 
weakened. Then, yielding under the pressure of the steam 
in the boiler, it first bulges, as shown in Fig. 53, the metal 
stretching in the operation until at length the sheet is stripped 
from the staybolts, comes down, and an explosion is the end. 

Q. What is the cause of the grooving of boiler plates and 
how does it progress? 

A. As already stated in the answer on page 115, groov- 
ing is apt to occur in the face of a sheet at the edge of the 
lap of the seam, especially if it is a plain lap seam as shown 
in Fig. 51. The metal, being bent to and fro at this point, 
breaks the scale and first exposes the clean metal to the cor- 
rosive action of the water. Continued bending strains the 
metal so that a slight crack starts; and corrosion, taking 
place along the side of this crack, produces a groove. 

Q. What is the cause of bulging sheets in the firebox f 

A. This may be due to the same cause as that already 
noted in the answer on page 121 regarding the collapsing of 
a crown sheet. When sheets are covered with oil or scale, 
they may be overheated to such an extent that they will yield 
before the pressure to which they are subjected, and thus 



124 Locomotive Breakdowns. 

bulge inwards. Another cause, resulting in their overheat- 
ing, is the forcing of the fire. 

It has been pretty accurately ascertained that when the 
water leg is narrow and the fire forced, there may not be 
any water in contact with the side sheets of the firebox at 
all, but in its stead a stratum of steam as much as ^-inch 
thick. As steam is not so good a conductor as water, it al- 
lows the sheet to be overheated and bulging may take place^ 

Q, What should be done if a sheet bulges? 

A. The intensity of the fire should be checked at once^ 
and the engine worked under a reduced pressure to the ter- 
minal, where the sheet should be replaced. 

Q. What should be done in case a handhole plate or plug 
is blown out? 

A. The fire should be drawn or deadened at once, as this 
accident will result in the emptying of the boiler. 

The remedy that can be appHed will depend to a great ex- 
tent upon what has happened. In the case of a handhole 
plate blowing off, it is usually due to the breakage of a bolt. 
If the plate can be found, it may be replaced by using an- 
other bolt, or a piece of sound wood may be used as a sub- 
stitute for the plate. 

In the case of a plug blowing out, one of soft pine may 
be driven in in its place. 

After the hole has been closed, the boiler may be refilled, 
a fire built, and steam raised to a low pressure, with which 
the engine may be run to its destination. 

Q. // a boiler has become emptied while upon the road. 



Boiler Troubles. 125 

for any reasoUj as in the case of the preceding question, how 
can it he refilled? 

A. This is a slow and laborious process where the engine 
is off alone by itself. It can only be done by means of pails 
and pouring the water in through one of the openings that 
may be obtained by unscrewing the whistle, a safety valve or 
other part giving free access to the boiler. 

Q. Hoiv can boiler deterioration due to the accumulation 
of scale he prevented? 

A. Naturally the best way will be to avoid the accumu- 
lation of scale, which can be easily and cheaply effected by 
purifying the water and removing all of the scale-producing 
compounds from the water before it is put into the tender. 

Where the apparatus is not available for effecting this 
purification, it must be borne in mind that all of the scale- 
producing contents of the water are carried forward to and 
deposited in the boiler. The evils of this deposition may be 
relieved by the use of certain chemicals placed in the tank 
every time that it is filled. What these should be and the 
quantity that should be used will depend entirely upon the 
chemical composition of the water and nothing will be found 
to be a universal remedy for all waters, and no one should be 
used indiscriminately. Such a compound merely so affects 
the water that the scale formed is not hard and does not 
cling to the surfaces of the tubes and sheets, but can be 
readily washed away. In any case where untreated scale- 
forming waters are used in a boiler, frequent washing, pre- 
ferably with hot water, should be resorted to. 



CHAPTER VIII. 
Defective Throttle and Steam Connections. 

Q. What should he done in case the throttle valve he- 
com£S disconnected? 

A. This accident most frequently occurs in consequence 
of the connecting pins at the valve working out. It may 
happen with the valve open or closed. 

If the valve is closed, the engine is helpless; the fire 
should b€ deadened and the engine disconnected so as to be 
towed in. The only way in which the difficulty can be 
remedied is to reduce the steam pressure to nothing, remove 
the dome cap and replace the lost connection pins. 

If the accident occurs when the throttle is open, steam 
should be immediately reduced so that the reverse lever can 
be easily moved to and fro. This will enable the engineer to 
control the movements of the machine. If the train is fitted 
with air brakes they should be used cautiously, and if only 
hand brakes are available the train crew should be notified of 
the condition of affairs and instructed to stand by ready to 
apply them when they are called for. 

Meantime notice of the accident should be sent to head- 
quarters. 

Q. What should he done if a dry pipe collapses? 

A. This is practically the same accident so far as the 
effect upon the engine and the method of dealing with if is 
concerned as that of a disconnected open throttle valve 
(see the preceding question). 

126 



Defective Throttle and Steam Connections. 127 

Q. What should be done when the throttle valve leaks? 

A. This may be the result of wear or the cutting of the 
valve or seat on account of wire drawing. It is more an- 
noying than dangerous and the only precaution that need be 
taken will be to always have the cylinder cocks open and 
the reverse lever in the central notch when the engine is 
standing. 

Q. How is it possible to tell whether it is the dry pipe or 
the throttle valve that is leaking? 

A. As the throttle valve is located well up above the 
water level, the steam leaking through it will be dry : where- 
as the dry pipe, being close down to the water and sometimes 
actually submerged in it, will leak more or less water. 

Q, What should be done in case a whistle or safety valve 
is broken off or blown out? 

A. As the hole is small, it can usually be plugged as 
soon as the steam pressure has blown down sufficiently to 
permit the work to be done. The plug had best be of hard 
wood cut to fit and then driven home, after which it should 
be tied down with a bell cord or braced in position. 

As the blowing off of the steam through the hole opened 
by the fracture will lower the water rapidly, both injectors 
should be started and run as long as possible, and the fire 
deadened until the plug is in position. It will probably be 
unnecessary to kill the fire. 

Q. What should be done if a steam pipe bursts or is 
broken? 

A. This is an accident of the same nature as the break- 
ing of a steam chest or cover, and calls for the same general 



128 



Locomotive Breakdowns. 



treatment. The only way in which the flow of steam can be 
stopped is to remove the broken pipe and bolt a plate over 
the T head connection of the same, using paper felting or 
^ood to pack it as shown in Fig. 54. It may be possible to 
stop this flow for a short time by driving a plug into the tee 
and bracing it there so that it cannot be blown out. This 
cannot be depended upon, however, for any length of time, 
as the heat of the firebox is apt to shrink the wood and make 
it loose. 

After the opening has been stopped, the valve on the dis- 
abled side should be dis- 
connected and clamped 
(page 18), the main rod 
taken down, and the cross- 
head blocked (page 20). 

Q. What should he done 
if the steam pipes are leak- 
ing? 

A. This may have a very 
detrimental effect upon the 
steaming qualities of the engine, but it is best to make 
no attempt to remedy the difficulty upon the road. At 
the end of the run the leak should be stopped by the applica- 
tion of a new pipe or the repairing of the old one. 
Q. How can leaky steam pipes he detected? 
A, The blowing of the steam can usually be heard when 
the firedoor is open. If there is any uncertainty in the mat- 
ter, the front should be opened and the throttle valve started 
slightly, when the escaping steam can be at once seen. 




I^iG. 54.— P1.ATE) Bolted Ovkr 
Tee Head for Broken 
Steam Pipe. 



CHAPTER IX. 
Defective Draft Appliances. 

Q. // a petticoat pipe becomes displaced, how should it 
be readjiistedf 

A. The petticoat pipe is used for the purpose of obtain- 
ing an even draft over the whole surface of the grates and 
through the whole nest of tubes. If the pipe is too high, 
the greater portion of the draft will pass through the lower 
rows of tubes and pull upon the front end of the fire. If it 
is too low, the strongest draft will be through the upper 
rows of tubes and the pulling will be at the rear end of the 
firebox. The displacement of the petticoat pipe is, there- 
fore, readily detected both by the action of the fire and the 
choking of the tubes, where there is the least draft, with 
ashes and cinders. 

From what precedes, it is evident that if there is an ex- 
cessive draft through the lower rows of tubes, the petticoat 
pipe should be lowered; and, if this excessive draft is 
through the upper rows, it should be raised. 

Q, If a diaphragm or deflector plate in the smokebox be- 
comes misplaced, how should it be readjusted? 

A. The service rendered by the diaphragm in the front 
end of an engine is identically the same as that of the petti- 
coat pipe, namely, the production of an even and uniform 
draft through the grates and tubes. This uniformity is 
obtained by the adjustment of the lower edge of the dia- 
phragm, which is a separate sheet from the main body. 

129 



130 Locomotive Breakdowns. 

When the present form of front end was first introduced, 
this lower sheet was movable and could be raised and low- 
ered by a system of levers under the control of the engineer 
in the cab. It is now bolted to the main plate in a way that 
permits of a limited amount of motion. 

The displacement of the diaphragm is indicated in the 
same way as that of the petticoat pipe by the uneven action 
of the draft upon the fire, and a possible collection of cinders 
in the tubes that have an insujfficient current of gases passing 
through them to keep them clear. If the diaphragm is too 
high, it will cause an excessive draft through the top rows 
of tubes and, if it is too low, the same results occur with 
the lower rows. 

If, then, there is an excessive draft through the upper 
rows of tubes and at the rear end of the firebox, the dia- 
phragm should be lowered. If the reverse is the case, and 
the excess of draft is through the lower rows, the plate 
should be raised. 

It is impossible to give any general directions for the 
adjustment of this plate or the petticoat pipe that will make 
it possible to set it to the desired position without trial, as 
this will depend not only upon the type of engine, but the 
service which it may be called upon to perform, and the 
quality of the coal that is to be burned. The form of dia- 
phragm and front end recommended by the American Rail- 
way Master Mechanics' Association is shown in Fig. 55. 

Q. What should be done if the netting becomes clogged 
or broken? 

A. The clogging of the netting is apt to interfere seri- 



Defective Draft Appliances. 



131 



ously with the steaming quaUties of the boiler, besides add- 
ing to the danger of causing a blowback of the fire into the 
cab, which is Hkely to injure the men. 

The clogging is usually due to the use of an excessive 
amount of oil in the cylinders. It does not occur so fre- 
quently where an automatic oiler is used as where the cylin- 




FiG. 55. — The: Master Mechanics' Front End. 



ders are lubricated from cups in the cab. With this form of 
lubricator, the opening of the throttle immediately after the 
oil has been introduced, is apt to throw it out at the exhaust 
nozzle and spatter the netting. 

When this clogging has occurred, the netting can usually 
be cleaned by building a light fire on the top of the same. 



132 



Locomotive Breakdowns. 



Other forms of clogging can ordinarily be removed by beat- 
ing. 

If the netting has been cut or worn away so that there are, 
holes in it, the danger is that of throwing large sparks out 
into the air and setting fire to the neighboring property. 
The precaution to be taken, when this happens on the road, 








,^:: 


.^' 


:;€: 






r 










NX 


i 






















H 


\ 












V 
















<~: 


^T.- 


~sz 


irst-' 


:;*•■' 





Fig. 56. — Boarding Used to Rkpi^ace Broken Front 

Casting. 



is to work the engines as easily as possible when passing 
through districts where there is danger of igniting a fire, 
and have the netting replaced with new as soon as the ter- 
minal is reached. 

Q. What should he done with a broken front? 

A. This is an accident that rarely happens except as the 
result of a blow, such as a collision, and it is usually accom- 



Defective Draft Appliances. 133 

panied by other damages. The broken front may itself be 
repaired by replacing it with boards held by the studs and 
huts previously used to hold the front, as shown in Fig. 56. 

Such boarding will only be serviceable for a short time 
owing to the danger of its being burned by the heat and 
cinders of the smokebox. It may, however, be made to serve 
until the terminal is reached provided the engine is worked 
easily. 

Q. Whuf are the causes of the exhaust apparently coming 
out of one side of the stack? 

A. It may be due to the exhaust nozzle being set so high 
that the steam docs not properly fill the stack. Or if either 
petticoat pipe or nozzle is out of line the same result will be 
produced. 

Q. What will he the effect of th£ steam not properly iHl- 
ing the staek? 

A. It will lower the steaming qualities of the engine and 
the vacuum in the smoke box will be irregular in its forma- 
tion and action. The reason for this is that the blast pro- 
duces the partial vacuum in the smokebox by induction, just 
exactly as the jet of steam in an injector lifts the water from 
a tank. If, then, the jet does not fill the stack, the space 
about it serves as a means of sluggish flow of the gases, with 
the result that the vacuum is lowered by a very considerable 
amount. This is why it is so important that there should 
be a proper adjustment of the size and portion of the exhaust 
nozzle relatively to the height and diameter of the stack. 



CHAPTER X. 
Injector Troubles. 

Q, What should be done if the injectors fail to work? 

A. That is a condition often existing with one injector, 
but as every locomotive is equipped with two, it rarely hap- 
pens that both are disabled at the same time. When it does 
happen, however, the safe course is to stop before the water 
gets so low as to expose the crownsheet and deaden the 
fire so that steam may not be generated, and then blow out 
at the safety valves. 

The first thing to be done is to see that there is water in 
the tank. If there is, take down the hose and examine the 
strainer to see that it is clean. The accumulation of dirt 
in the strainer is probably the most common cause of the 
failure of the injector. 

If the strainer and pipe are clean, examine the injector 
itself for defects and foreign matter. If the trouble is 
irremediable, the fire should be deadened by throwirg on 
earth, and the engine prepared to be towed in. 

Q, If the injector fails to work when there is a full pres- 
sure of steam upon the boiler, how can the trouble sometimes 
be remedied? 

A. By reducing the steam pressure. If the delivery of 
water to the injector is so scanty that the supply is insufficient 
to condense the high pressure and high temperature steam, 
it may be sufficient to do this condensation with steam of 
lower temperature and thus work the injector. 

134 



Injector Troubles. 135 

Q. What are some of the principal causes of the failure 
of injectors to work? 

A. Leaky pipes are apt to cause an injector to break. 
If there is a leak in the feed pipe leading from the tender 
tank to the injector, air may be drawn in such quantities 
that the water will not rise to the height of the instru- 
ment. Small leaks of this character can usually be stopped 
or checked by wrapping the pipe with cloth and wetting it. 

If the leak is not enough to entirely check the flow of 
the water it may be sufficient to give an elasticity to the 
stream in the delivery pipe that will prevent it from open- 
ing the check valve by causing air to enter and mingle with 
the water. Such air may enter at other points besides the 
suction pipe, so that In case of an injector failure all parts 
should be examined for leaks. 

In making this examination especial attention should be 
paid to the packing about the suction pipe valve where a 
leak is very likely to occur. 

Another cause of the failure of injectors is the accumula- 
tion of scale on the tubes. This is especially apt to occur 
when carbonate of soda is put in the tank in order to soften 
the deposits in the boiler. The precipitation of the scale 
takes place as soon as the water is heated, and so more 
or less will adhere to the interior portions of the injector. 

Again, there may be some obstruction in the delivery pipe. 
It may be choked with scale or foreign substances or the 
check valve may be clogged in the same way. It is not an 
uncommon thing to find large deposits of scale at the open- 
ing of the delivery pipe into the boiler and, if the check 



136 Locomotive Breakdowns. 

valve is on the inside, this scale may interfere with its 
opening to the full amount needed for the free passage of 
the water. 

When an injector refuses to work under these conditions 
it may sometimes be made to operate by opening the squirt 
valve. This affords an extra relief for the water and may 
be all that is needed to make the injector deliver some water 
to the boiler, though it involves a considerable waste unless 
it can be led back to the tank. 

A clogged strainer may also stop the flow of water so 
that the injector will not work. This clogging is, of course,, 
due to the presence of dirt in the water, and this dirt may 
be drawn in and lodged in the tubes so that they cannot 
perform their proper functions with the result that the in- 
jector will not work. Or the flow of water may be checked 
by the improper regulation of the valve in the suction and 
steam pipes. 

Finally, there are a number of conditions in which the 
injector may fail, due to the condition of the steam that is 
delivered to it. 

If the boiler is foaming or priming and the steam comes 
to the injector laden with water held in suspension, the 
injector will be almost certain to fail to work. This is due 
to the fact that the operation of the injector depends upon the 
high velocity with which the steam issues from the admission 
nozzle. The presence of large quantities of water in the 
steam will have a tendency to decrease this velocity and may 
lower it to such an extent that it cannot force the feed water 
into the boiler. 



Injector Troubles. 137 

The same thing holds true if the temperature of the feed 
water is too high. It must be low enough so as to condense 
all of the steam delivered from the nozzle. In case this is 
not done there will be a surplus of steam existing in the 
body of the feed water which will give the latter an amount 
of elasticity which will not permit it to open the check valve 
and enter the boiler. The stream of the feed from the in- 
jector to the check valve should be solid water without any 
intermingling of steam or air. 

This is the reason why care should be exercised in the 
use of the heater for raising the temperature of the water 
in the tank. 

Q, What should he done under these various conditions 
in order to get the injector to work? 

A. If the failure is due to air leaks they should be 
stopped by wrapping the leaky hose or pipe with a wet rag, 
which may be rendered still more impervious to the passage 
of air by rubbing it well with soap. If it is found that the 
leak is a result of defective packing the latter should be 
tightened. 

Dirt in any part of the piping or apparatus should be 
cleaned out. 

If the boiler is foaming so that the injector will not 
work, the trouble may be sometimes checked by shutting 
the throttle and allowing the water to settle. The use of 
the injector alone may not cause the water to rise suf- 
ficiently to break the action. If this can be done the injector 
may be used intermittently with the engine until a water 



138 Locomotive Breakdowns. 

station is reached, the locomotive being handled in accor- 
dance with the answer on page 109. 

It also sometimes happens that, where the water is foam- 
ing badly, the injector can be started and some water be 
forced into the boiler before the injector will break. Under 
these circumstances the injector may be started at frequent 
intervals, thus getting a little water at a time into the 
boiler. 

If the temperature of the water in the tank is so hot 
that the injector cannot handle it, the only way will be to 
cool the water. This may be done by running to the first 
water tank if the water in the boiler is high enough to do it. 
If the distance is too far a stop should be made at the first 
stream, and by allowing a portion of the water to run out 
of the tank, a small quantity of fresh will cool the remainder 
sufficiently to make it possible to work the injector. 

Q. If the injector gets water but cannot force it into the 
boiler, what may be the trouble? 

A. Any of the defects named in the answer on page 135, 
when existing in a minor degree, may produce this re- 
sult. 

Some of these defects may develop slowly and the action 
of the injector becomes less and less efficient, until at 
last it will cease to work. This is especially apt to be the 
case with air leakages. The injector can force a small 
amount of air into the boiler with the water, but a rapidly 
growing leak will cause it first to deliver less and less 
water until it can merely cause it to appear at the overflow 
and finally stop altogether. 



Injector Troubles. 139 

The same thing holds true of an accumulation of stale 
at the check valve. For these reasons troubles of this kind 
should be remedied at once and not be allowed to increase 
to such proportions that a failure upon the road can take 
place. 

Q. What is the cause of injectors losing water at the 
overflow while working? 

A. In the case of double-tube injectors, such as the 
Metropolitan, this loss may be due to the overflow valve 
leaking, v/hich is there subjected to boiler pressure. With 
open overflow injectors, it may be caused by worn or clogged 
tubes. 

Sometimes after an injector has primed and the steam 
valve has been opened, it will continue to throw water out 
at the overflow and that, too, at an increased velocity. In 
such a case the loss at the overflow can be checked by 
partially closing the water supply. 

In such injectors it may be that steam will escape from 
the overflow when the injector is at work. This will do 
no harm when the escape is slight and will probably be 
found to be due to a leaky priming valve. If such is the 
case it can stand until the injector is in need of cleaning or 
other repairs. 

Q, If the check valve is stuck open what should he 
done? 

A. It is sometimes possible to jar it shut by striking on 
the casing with a soft hammer or block of wood. In case 
this proves to be ineffectual the valve in the suction pipe 



140 Locomotive Breakdowns. 

ahead of the injector should be closed, or the injector kept 
at work at all times. 

Q. What objection is there to allowing the hoi; water 
from the boiler to leak back into the tank from a check valve 
that is stuck open? 

A. The water in the tank will soon become heated to so 
high a temperature that neither injector can be made to 
work. 

Q. How can scale be removed from injector tubes? 

A. The parts coated should be placed for a short time 
in a bath of muriatic acid, and then thoroughly rinsed in 
clear water. The acid will loosen the scale and cause it 
to fall off. The rinsing is needed to guard against subse- 
quent corrosion. 

Q. What should be done in case a check valve is knocked 
off? 

A. The fire should be killed at once so as to protect the 
firebox sheets. This may be done by drawing the fire or 
shoveling damp earth in on top of it. 

Q, What can be done in case a check valve in the de- 
livery pipe from the injector becomes cocked so that it will 
not seat? 

A. It is possible that an injector with an independent 
lifting jet could be made to hold the steam in the boiler 
and start at any time against that pressure. But with in- 
jectors that do not have such a jet it is probable that the 
steam and water would flow back, and have the same re- 
sults as a broken check. This is, of course, on the sup- 
position that there is no check between the injector and 



Injector Troubles. 141 

the main one at the entrance of the deHvery to the boiler. 
Such a check would neutralize the effect of any displacement 
of the main one. Sometimes a cocked valve may be made 
to straighten and subsequently seat, by cutting down the 
delivery of the injector to as low a point as possible and then 
opening it wide. The sudden influx of water may open the 
valve enough to loosen it and permit it to square itself and 
then come back fairly on its seat. 

Q. What should be done in case the pump fails to work? 

A. Attention may be called to the fact, as a preface to 
the answer to this question, that the pump has been practi- 
cally discarded from modern American locomotives, and the 
injector substituted in its place. When the pump is used 
it consists ordinarily of a solid plunger attached to the cross- 
head and moving to and fro in a hollow cylinder a little 
larger than its own diameter. Leakage is prevented by a 
stuffing box, as in the case of the piston rods or valve 
stems. The valves are usually very strong and the delivery 
valves are frequently in duplicate and set in series. This 
is in order that any leakage through one may be checked 
by the other. 

Of course the pump is only at work when the engine is 
in motion. 

The first things to be looked to in case the pump ceases 
to work are the lazy cock and the condition of the water in 
the tank. The former should be open and the latter of 
sufficient depth to feed the pump. If these two points are 
found to be all right, the next thing is to open the air cock 
in the delivery pipe. This will relieve the pump of some 



142 Locomotive Breakdowns. 

of the pressure against which it must work while forcing 
water into the boiler, and may start it when it would be im- 
possible to do so if such a relief were not afforded. As 
soon as a solid stream of water is seen issuing from the air 
cock, the latter may be closed and the pump will ordinarily 
deliver to the boiler without further trouble. 

If the opening of the air cock fails to start the pump the 
next place to look for the difficulty is in the suction valve. 
If this valve opens, water can hardly fail to be delivered, 
but if it is stuck shut, none can enter the pump. It can 
sometimes be started by jarring with a hammer, but, owing 
to the difficulty of reaching it from the running board, it is 
sometimes dangerous to attempt to strike its casing when the 
engine is in motion. 

The safe plan, then, is to slacken speed and to strike the 
casing while walking alongside. If this does not remedy the 
trouble, a stop must be made and a search instituted. 

While doing this the packing about the plunger should be 
examined to see that it is not leaking to such an extent that 
the air admitted prevents the suction valve from opening. 
In case it is, it should be tightened and the cure will probably 
be found to be effected. 

The next thing to be done is to take down the strainer and 
see that it is clean. This proving to be all right, next 
remove the bolts holding the suction pipe to the suction valve 
casing. Take out the casing and remove the valve, and 
see that it is not jammed, stuck or battered, but is perfectly 
free to move. 

If this is all right, do the same thing with the delivery 



Injector Troubles. 



143 



valves ; and, then, if the pump fails to work, the trouble will 
probably be found to exist in the check valve, which can 




>v^^^^^s^ss^^^^'^^<^^^'.^^k^^^^s^>l^>:^>^>l,SAl^ 






> ^S\\\\\\\\^^^'^^'^^V'» \^^'v^VVV\VV\V\^^''^\V'\\'\V 



Fig. S7' — Section 01^ Locomotive: B011.ER Pump. 



only be examined when there is no steam pressure on the 
boiler. 

The delay implied in the above answer would not ordi- 



144 Locomotive Breakdowns. 

narily be incurred because of the fact that the locomotive is 
invariably fitted with two pumps, and if one fails the other 
can be put into service, and it is not at all probable that 
both will fail at the same time. 

When, however, one pump does fail steps should be taken 
at once to put it into working order again, so as to have 
the usual reserve against emergencies. The examination 
of the strainer can ordinarily be made during the time occu- 
pied in taking water, and the valves can be taken down and 
examined during the time allowed for lunch, if there is such 
an allowance, on a passenger run, or while waiting at pass- 
ing points on a freight train. The construction of an or- 
dinary locomotive pump is shown in Fig. 57. The valves 
are of the most substantial construction and all parts are so 
designed that they can be easily and quickly removed for 
inspection and repairs. It will be noticed that there are two 
air chambers ; one for the delivery and the other for the suc- 
tion. The use of the former is to give a comparatively even 
pressure upon the stream flowing into the boiler; while the 
latter serves the same purpose in preventing the pounding 
of the valves and keeping the flow of water steady, especially 
at high speeds, when the capacities of the valve openings 
will be taxed to their utmost. It will be readily understood 
that, where the valves are opening and closing several hun- 
dred times a minute, it is of the utmost importance that there 
should be no break in the stream of water. 



CHAPTER XI. 
Accidents to Cab Fixtures. 

Q. What should be done in case the cylinder lubricator 
fails to work? 

A. The lubricator should be disconnected and the cylin- 
ders oiled through the feed pipes in the same way as that 
employed with the old-fashioned cylinder lubricators. 

Just how this can be done will depend somewhat upon 
the lubricator that is used. It will usually be found to be 
possible to so disconnect it that the work can be done as 
described. 

Take the Nathan lubricator shown in Fig. 58, as an ex- 
ample. If the lubricator stops feeding oil on account of the 
breakage of the glass or for any other reason, the valves 
A and B should be closed. This cuts off the flow of oil 
through the glass or passage affected, but does not in any 
way interfere with the working of the balance of the lubri- 
cator. 

Special tallow cups C are provided on these lubricators, 
w^hich may be opened and used in the same way as the old- 
fashioned cab oilers when the engine is on a down grade 
or at any other time that it is drifting with the throttle 
closed. 

This feature can also be used at any time to supplement 
the supply of oil to the cylinder in any quantity, as in the 
case of common non-automatic lubricators. This method 
can be used, with possibly some changes in the detail of the 

145 



146 



Locomotive Breakdowns. 




P4 
O 

a 

M 

A 
g 

O 

< 

w 




00 

M 



Accidents to Cab Fixtures. 147 

operation and arrangement with all sight feed automatic 
lubricators. 

0. What may he the cause of an irregular action of an 
automatic sight feed cylinder hibricaiorf 

A. If the fitting of the choke plugs is too loose, or the 
feed holes are too large, the result may be an intermittent 
feed. This hole should not be more than 1-32 inch in di- 
ameter. An obstruction in the equalizing tubes will also 
cause an irregular action. These tubes should be kept free 
and clean and the choke plugs tight. 

Q. What is the Urst thing to be done in case a lubricator 
fails to work? 

A. The bottom cocks should be opened and a full head 
of steam turned on so as to blow it out. If this fails to put 
the instrument in working condition, take out the sight feed 
glasses and examine the feeders at the bottom to see that 
they are clean and clear. If this fails it should be dis- 
connected as per the instructions in the answer on page 145. 

Q. In case a Nathan lubricator fails to feed, but the feed 
glasses ail with water w^hen not at work, the said water all 
leaving the glass when attempting to use the feed zvhat 
may be the matter? 

A. According to the makers of the device, such trouble 
may be "caused by not having full steam pressure on the 
lubricator when the engine was moved out of the round- 
house. The water valve was opened, but not the steam. In 
this condition there was a direct opening from the lubrica- 
tor to the steam chest through the water valve, drawing the 
condensed water from the condenser and then siphoning the 



148 Locomotive Breakdowns. 

oil through the water tube out of the oil chamber. This 
will cause the water from the sight feed glasses, together 
with any oil that may be on top of the same, to be drawn 
into the oil chamber. This will last until the oil chamber is 
solid full, then the feed glasses will fill up with water again, 
and if the condenser has in the meantime regained con- 
densed water, the cup will feed oil again. The remedy is 
to open the steam valve full before the engine is moved. 

Q, What should he done if the glass of the water gauge 
breaks? 

A. If the fittings are not supplied with automatic self- 
closing valves, this is a minor accident that may cause 
serious injury to the enginemen, especially to the fireman, 
on account of the pieces of flying glass. The only thing to be 
done is to close the cocks at the top and bottom of the 
fitting, thus shutting off the escape of steam, and then use 
the gauge cocks to determine the water level for the re- 
mainder of the run. 

Q. What is the principal indication of a defect in the 
water glass of a locomotive? 

A. When the engine is in motion the surface of the water 
in the glass is constantly rising and falling, and if, at any 
time, it becomes stationary, it is a sure sign that the bottom 
opening of the glass is clogged to a greater or less extent. 

Q. Is the fact that the surface of the water is moving up 
and down when the engine is in motion a sure sign that both 
top and bottom openings of the glass are free? 

A. No. The top opening may be nearly or quite closed, 
and if the bottom one is clear the water will continue to rise 



Accidents to Cab Fixtures. 149 

and fall in the glass, although it will not correctly register 
the water level in the boiler. For this reason the water 
-gauges should be kept free at all times, and be frequently 
used to check the indications of the water glass. 

Q. In case a water glass is broken how can a new one be 
cut to -fit in its place f 

A. A piece of hardened steel with a bent point should 
be used to make a scratch around the inside of the tube. 
The latter can then be easily and accurately broken at the 
point so marked. 

Another way that is said to be equally effective is to wet 
the sulphur end of an ordinary match and make a mark 
around the inside of the glass at the point where it is 
desired to break it. Then hold the glass at this point in the 
flame of a candle or another match, revolving it in the mean- 
time so as to heat it evenly over the whole circumference. 
It is said that it can then be readily broken with the fingers 
at the point marked, with a smooth and even fracture. 

Q. What precautions should be taken in replacing a 
broken water glass f 

A. If the boiler is hot at the time the replacement is 
made the packing at the ends of the glass should be screwed 
up very loosely so that there is no possibility of the unequal 
expansion between the glass and the frame causing an 
excess of pressure on the former and breaking it. After it 
has been put in position it should be allowed to stand long 
enough to become as warm as it will through contact with 
the heated parts of the frame. Then start the upper valve 
so as to allow a mere leakage of steam into the glass and 



ISO 



Locomotive Breakdowns. 




Fig. 59. — ^Thb Goi^lmar 
BeivIv Ringer. 



permit a considerable amount of 
condensation to collect at the bot- 
tom before starting the lower 
valve in the same way. When 
the water level indicates approxi- 
mately that of the boiler the 
valves may be gradually opened 
until they are in their normal 
working position. 

The packing glands may then 
be screwed gently home until all 
the leaking has been stopped, re- 
membering, however, that it is 
better to have a leak than to 
screw the packing home too 
rapidly, since the glass should be 
perfectly free to expand length- 
wise and diametrically in order 
to adjust itself to the normal 
working condition and be with- 
out strain. 

Q. What should be done in 
case a hell ringer refuses to 
work? 

A. The real cause of the fail- 
ure of this part of the engine 
mechanism is usually due to a 
neglect on the part of the en- 
gineer or fireman to give the de- 
vice proper care. The usual 



Accidents to Cab Fixtures. 151 

trouble is dirt. Whether compressed air or steam is used 
oil for the lubrication of the cylinder is needed, and the 
trouble usually is not that an insufficient quantity is supplied 
but that too much is used and that, too, in doses larger than 
the cylinder can take care of. The result of such treatment 
is that the exhaust pipe soon becomes filled with cooked oil 
so that the pressure cannot escape as the bell pushes the 
piston down and the apparatus is choked. The first step 
to take, therefore, when the bell ringer fails to work is to 
take it apart and see that it is clean. 

As these bell ringers are usually worked by a single acting 
piston whose valve is moved in one direction, at least, by the 
weight of the bell, the mechanism is ordinarily very simple. 
A failure to act may also easily occur. In the Gollmar ringer, 
for example, shown in Fig. 59, the steam or air is admitted 
through the port a to the interior of the hollow cylindri- 
cal valve c. 

As the piston d is raised by this pressure, the end of the 
stem, e, strikes against the lug of the valve c^ through 
which it passes. In order that the exhaust may escape it is 
necessary that this valve c should be raised high enough 
so that its lower edge shall be above the exhaust opening b. 

The stem e after being adjusted is held in its proper posi- 
tion by the check nut /. If, then, this latter works loose 
and the stud e unscrews, it is evident that the valve c will not 
be raised high enough for the exhaust to escape, which will 
result in the stopping of the ringer. 

Stoppage may also result from a leakage of the piston 
packing ring, but this latter will come on so slowly and will 



152 Locomotive Breakdowns. 

manifest itself by the gradual weakening of the action of 
the device so that there should be no difficulty in this case 
in locating the trouble. 

The mechanism is so simple that when it refuses to work 
the cylinder head should be taken off and all parts removed. 
By measuring the height of the exhaust port b above the 
bottom of the cylinder and knowing the stroke of the piston, 
it is an easy matter to subtract the former from the latter 
and ascertain whether the stem e is adjusted to give the 
proper lift or not. 

Q. What should be done in case a steam gauge becomes 
broken or fails to indicate the actual pressure f 

A. This is a minor accident that is of comparatively 
little moment. While it is desirable that the gauge should 
be accurate in order that the enginemen may be able to regu- 
late the fire and run most efficently it is quite possible to run 
safely without any steam gauge at all. The failure of this 
fixture is comparatively rare, but as it is subject to constant 
deterioration it should be tested frequently and readjusted 
to proper indication. If, however, the gauge should be 
broken as the result of any accident the steam should be 
shut off from it and the run completed by the indications of 
the safety valve. Incidentally, the noise of the steam escap- 
ing from the top gauge cock should afford an approximate 
indication of the steam pressure in the boiler. This, how- 
ever, requires an ear trained by long and close observation. 



CHAPTER XII. 
Tender Accidents. 

Q. What should be done in case of the breakage of the 
draw-bar between the engine and tender? 

A. If the engine has safety chains these will usually have 
sufficient strength to haul the tender, but may be insufficient 
to do the same with a heavy train. Should there be no safety 





Fig. 6o. — Spliced Tender Hose. 

chains, the engine and tender may be held together by 
chaining the tender frame to the 'deck. 

Q, Whal should be done with a broken or burst hose 
connection between the engine and tender? 

A. As there is nothing to burst this hose since it is sub- 
jected to no internal pressure, any rupture to which it may 
be subjected is likely to be caused by a parting of the engine 
and tender, as in the breakage of a drawbar. 

If the hose is not torn in two it may be temporarily re- 
paired by laying a piece of leather or heavy cloth over the 
hole and binding it down with strong twine or cord. 

153 



^54 



Locomotive Breakdowns. 



If the hose is torn entirely in two, it may be possible 
to repair it by wrapping it with leather or heavy cloth as 
before, or by inserting a piece of hose into each of the two 
severed ends and binding the hose down tightly against it. 
A short length of iron pipe may also be used and wound in 
place in the same manner, as shown in Fig. 60. 

Q. What should be done when a tender truck breaks 
down? 

A. If it is the forward truck, it should be removed and 



T 


s 


1 


1 


r:::::rri 


Tt V 


1 \ 






''''''"::::r^ 


^^T***"4n)/ 






yy'.-"-"' -t--; t 


PJ s^ 




irtfTlfni 


(f ifTfn* 


flU foCrtVJrh -____ ^ 








Fig. 61.— Chained Up Te^ndkr Truck. 



the front end of tender frame may be chained to and held by 
the rear end of the engine frame. 

If it is the rear truck that has failed it should be re- 
placed by a car truck, if one is available. If not, the tender 
should be jacked up and the front truck put at the rear, and 
the front end chained to the engine frame as already de- 
scribed. 

When a tender has been chained in this way the engine 
should be run very slowly and cautiously. 



Tender Accidents. 155 

Q. What should he done if an axle under a tender truck 
breaks? 

A. If it is a front axle that end of the truck should be 
chained up to the frame of the tender so that the wheels will 
be clear of the rails, as shown in Fig. 61. These must also 
be secured so that there is no danger of the broken parts fall- 
ing down upon the track. 

Should it be a rear axle that is broken the frame should 
be jacked up and the truck turned around, after which it 
should be chained and secured as already directed. 

When possible it is safer and better to substitute a car 
truck for the one that is disabled. 

Q. What should he done if a tender wheel is broken? 

A. The pair of injured wheels should be chained or 
blocked so that they cannot turn and the engine run care- 
fully with these wheels sliding to the nearest siding or 
telegraph station. 

Q. When an engine or the tender is disabled by the 
breakage of a wheel or axle, and the rear wheel of a truck 
or the rear driving wheel is da^naged, is it safe to run the 
enginje backwards? 

A. It is not. 

Q. If the tank valve has become broken or disconnected 
so that it has dropped down on the seat, how nmy it he un- 
seated? 

A. It may be done by opening the heater wide and blow- 
ing steam in with force. This should throw the valve out of 
position. After which the beater valve should be immed- 
iately closed to avoid the c" anger of bursting the hose. 



CHAPTER XIIL 
Jliscellaneous Accidents. 

0. What are the iirst duties of the engineer in case of c 
breakdown upon the road? 

A. The first thing to be done after stopping is to see to 
it that the train is protected by flagmen in both directions in 
case of a single track road, and in the rear on a double 
track. If the nature of the accident is such that both tracks 
of a double track road are in any way obstructed, flagmen 
should be sent to the front as well as to the rear. Should the 
breakdown be one that is likely to require much time to put 
the engine in running order, word should be sent to the 
nearest telegraph station, flagging a passing train to send the 
message if necessary. 

The next thing to do is to determine the character of the 
mishap and locate the damage ; ascertaining whether it will 
be necessary to ask for outside assistance, and, if it will be, 
sending to the nearest telegraph station for the same at once. 
Finally work should be started immediately to put the engine 
in condition to be moved. There is almost always something 
that can be done before outside help arrives that will facili- 
tate the preparations and shorten the time during which the 
disabled engine will be blocking the tracks. 

Q. When running over a slippery rail will it he necessary 
to keep a continuous stream of sand running? 

A. If the engine is fitted with a pneumatic sander that 
is so adjusted that an exceedingly fine stream of sand can be 

156 



Miscellaneous Accidents. 157 

delivered to the rail at all times it may be necessary to main- 
tain such a flow continuously. But, with the common sand 
valve, gravity flow sander, such a fine regulation is impossi- 
ble, and better results can be obtained by opening and closing 
the sand valve than by permitting an uninterrupted stream to 
flow down upon the rails. The objection to the latter method 
is that it wastes the sand and makes the train pull hard; 
while, with the intermittent method, the excess that runs 
down upon the rails when the valve is opened will cause 
enough to stick to the drivers to maintain the required 
adhesion to prevent slipping over short distances when the 
valve is closed. No rule can be given for this, as the work 
must be done according to the condition of the rail, and 
the speed of the train, but ordinarily an opening made once 
in every ten or fifteen rods will suffice. 

Q. How can a dead engine that is beir^g towed be pumped 
up so that it can move itself? 

A. If the engine is to be towed for a short distance only, 
it may be done with all of the connections intact, and with 
the pistons moving to and fro in the cylinders. Under these 
conditions if the reverse lever is thrown into a position 
opposite to that in which the engine is moving the pistons 
v/ill draw air in at the exhaust and pump it into the boiler 
(the throttle being open). A pressure will then be accumu- 
lated therein that can be drawn upon to move the engine for 
short distances until the supply is exhausted. 

Q. What should be done if an engine becomes derailed? 

A. It is impossible to give explicit directions for putting 
a derailed engine back upon the rails, as each case calls for a 



158 Locomotive Breakdowns. 

special method of procedure. Only general instructions can, 
therefore, be given. 

The first thing to be done after the derailment occurs is 
to examine the situation carefully and decide whether or no 
it will be necessary to send for assistance in order to replace 
the machine on the rails, and also what kind of assistance 
will be needed. Sometimes an engine may be off the rails 
in a way in which it is helpless to assist itself, but where a 
pull from another engine will put it back. At others it must 
needs be lifted by a traveling derrick. 

In a general way it may be stated that an engine can be 
most easily put back upon the rails over the same path that 
it followed in leaving them. 

Where jacking must be resorted to, the amount of lift 
should be reduced to a minimum. As the wheels are the 
important elements in the case, they should begin to rise as 
soon as the jacking is begun. That this may be so, block- 
ing should be placed beneath the boxes and above the pedes- 
tal binders of the driving axles, so that the wheels may 
start to rise at once. If this is not done the weight of the 
engine will have to be lifted the distance between the binders 
and the oil box before the work will have any effect on the 
wheels. 

As soon as the wheels begin to rise, keep the space be- 
tween them and the ground well filled with plank and block- 
ing, so that no settlement may be possible through an 
accident or settling of the jacks themselves. Where the 
engine is to be moved a short distance transversely of the 



Miscellaneous Accidents. 159 

tracks, traveling jacks will be found to be a great con- 
venience. 

If it is not found to be necessary to jack up the engine, 
portable frogs may be used to replace the same. These 
should be put in front of the wheels and the locomotive 
moved back in the direction opposite to that followed when it 
left the rails. 

It should also be borne in mind that sudden movements 
of a derailed engine are apt to make matters worse rather 
than better. The engine should always be moved slowly 
and carefully so that it may be instantly stopped in case 
things go wrong. 

If more than one pair of wheels are off the rails and an 
attempt is to be made to replace the machine with frogs, 
these should be put in front of the wheels that are outside 
the rails, and blocking be used in front of those on the 
inside, provided there are not enough frogs to serve each 
with one. 

These are a few of the general principles that are to be 
applied in putting a derailed locomotive back upon the 
track. Just how they are to be used in detail will depend 
upon the conditions of the accident, the local surround- 
ings and the good judgment of the man in charge of the 
work. 

Q, What are some of the forms of wrecking frogs that 
are valuable for use in replacing derailed engines upon the 
tracks? 

A. Fig. 62 show^s a common wrecking frog that is used 
for the wheel on the outside of the rail in connection with 



i6o 



Locomotive Breakdowns. 



the wedge, Fig. 63. The former is made of a heavy bar with 
legs that can straddle the rail and having a spur at the end 
at the base to fix into a tie to prevent slipping. The wedge is 




Fig. 62. — Common Wrkcking Frog. 

made of a piece of hard wood shaped as shown in Fig, 63, 
and plated on the top and bottom to protect it against in- 
dentation by the flanges. This is used for the wheels on 
the inside of the rails and serves merely to lift them to the 





Fig. 63. — Wrecking Wedge;s for Re-RaiIvIng WheeIvS. 

height of the rails, it being unnecessary to carry the flanges 
over the top of the same as in the case of the wheels outside 
the rails with which the frog is used. 



Miscellaneous Accidents. 



i6i 



The wedge is prevented from slipping by spurs in the 
bottom that are pressed into the ties. It may be rectangular 
or triangular in plan, the latter being used at switches where 
converging rails would make the use of a rectangular one 
impossible. 

In addition to these common frogs and wedges there are 
a number of others upon the market that are rendering 
efficient service. 

Among these are the Alexander frog, Fig. 64, which is 




Fig. 64. — The Ai^exandkr Wrecking Frog. 



made of pressed steel and is very strong and comparatively 
light. 

The Cooke frog, Fig. 65, is triangular in plan and fits 
over the rail, having spurs to prevent slipping. It thus 
forms an inclined plane upon each side of the rail for the 
elevation of the wheels. These frogs are used in pairs and 
are rights and lefts. 

Q, In case an engine is derailed, injured, or in such a 
position that the sheets and tubes cannot be kept covered 
with water, what should be done? 

A. The fire must be drawn or extinguished. 

Q. How can this best be done? 



1 62 



Locomotive Breakdowns. 



A. Either by cleaning off the grates by drawing the fire 
out at the door or smothering it with a thick layer of damp 
earth. 

Q. Why not quench the Hre with water? 

A. The intense heat of the fire will cause such a sudden 
generation of steam that it will not only put the person throw- 
ing on the water in great danger, but will be apt to scatter 
the live coals in a way likely to set fire to neighboring 




Fig. 65.— The; Cooke; Wre;cking Frog. 



objects. In addition to this, the sudden cooling of the fire- 
box sheets has a tendency to crack them. 

Q. When danger ahead threatens a train, what course 
should he pursued in making a quick stop? 

A. The throttle should be closed, the air brake set to an 
emergency application, the engine reversed, sand applied to 
the rail and the throttle opened, if the air brakes are not 
applied to the driving wheels. Otherwise the throttle had 
best be left closed. 



Miscellaneous Accidents. 163 

Q. What are some of 'the causes of hot bearings f 

A. Hot bearings may be due to too great a pressure upon 
the journal ; to a binding of the boxes or the brasses causing 
the shaft to be pinched ; to defective lubrication ; to badly fit- 
ting brasses, and to dust and grit working in between the 
rubbing surfaces. 

Q. What should be done if the main axle bearing runs 
hot? 

A. As soon as the bearing manifests signs of heating 
it should be copiously supplied with oil, and if the boxes 
are fitted with water pipes that will throw a stream of water 
upon them, that leading to the hot box should be opened. 
If the water and the oil so applied fail to keep the journal 
cool, but its temperature continues to rise until there is dan- 
ger of melting the babbitt or brass, the box should be re- 
lieved of a portion of its load. This may be done by driving 
a wedge in between the spring saddle and the frame. 

Sometimes heating may be due to the binding of the box 
in the wedges. If this is the case, any further heating 
merely makes matters worse, and relief may sometimes be 
obtained by slacking off the wedges. 

Q. What should be done in case a rod brass becomes 
hot? 

A. If the heating is discovered before the babbitt melts, 
the trouble may usually be relieved by loosening the brasses 
a little, cooling off with water and giving the heated bearing 
a copious supply of oil. 

Should the bearing become so hot as to melt the babbitt 
before the trouble is discovered, it is best not to stop until it 



164 Locomotive Breakdowns. 

is all thrown out. Otherwise it will be apt to fill and clog 
the oil holes. The engine may then be stopped and the rod 
keys loosened a little, the bearing given a good supply of 
oil and the run finished. Careful and constant supervision 
must be exercised, when running in this condition, to avoid 
the cutting of the pins. 

Q. What should he done in case an eccentric strap he- 
comes hot? 

A. The engine should be stopped and the bolts holding 
the two parts of the strap in position slackened. If possible, 
an extra liner should be put in so that the strap bolts can 
be tightened and rattling avoided. The eccentric should 
be carefully oiled and the straps allowed to cool slowly, 
if they are cast iron. Water should not, under any cir- 
cumstances, be put upon a hot cast iron eccentric strap as it 
will be almost certain to cause a crack. 

Again, in the case of a hot eccentric strap, do not move 
the reverse lever after shutting off steam. If it is thrown 
down into the corner as in the usual way when making a 
stop, the extra stress put upon the straps due to the in- 
creased travel of the valve will be very apt to break it. Wait 
rather until the engine has stopped and the strap bolts ha;ve 
been slackened. 

Q, What should he done if a tender or forward truck 
axle hecomes hot? 

A. It may be cooled with water, after which it should be 
carefully repacked. 

Q. What should he done if the crosshead or guides he- 
come hot? 



Miscellaneous Accidents. 165 

A. As there are no means of adjusting the crosshead by 
which it may be eased, the best course to take is to keep 
the rubbing surfaces copiously suppHed with oil and slacken 
speed if necessary. Do not throw water on hot guides as it 
will probably warp them and make matters worse. 

Q. What are the objections lo using water for cooling 
hot hearings? 

A. Water is not a lubricant and does not act as such upon 
a bearing. It merely serves as a cooling liquid by which 
the heat generated by the interaction of the journal and the 
box is dissipated. Meanwhile, there is a rapid wearing away 
of the parts affected. 

Another objection is that the brasses and other parts so 
cooled are apt to be distorted by a contraction that may be 
local, so that they will afterwards be more apt to run hot than 
would be the case had they not been so treated. 

As far as the journal itself is concerned it apparently is a 
matter of no moment whether water is used upon it when it 
is hot or not. There are no records of journals having 
failed afterward because they were cooled with water, even 
though they may have been heated to redness and allowed 
to stand under the weight of the car while the water was 
being poured upon them. 

Q, What is a cause of crank pins running hot? 

A. This is most frequently due to badly fitting brasses. 
It often happens that when the brasses are removed they 
are improperly fitted by being eased off too much at the top 
so that they do not have a good bearing there, or by being 
keyed too tight so as to pinch the pin. If brasses have 



i66 Locomotive Breakdowns. 

been running cool before they were refitted, and do not do 
so afterwards it is a sure sign that the work has not been 
done in a proper manner. Satisfactory results are most 
easily attained by boring the brass a little larger than the pin. 

Crank pins will also run hot if the proper quality of oil is 
not used. If cylinder oil is put in the oil cups in cold weather 
it is apt to fail in the feeding and cause trouble by allow- 
ing the pins to become hot. 

Q. How should rod brasses be Hied when worn? 

A. The filing should be such that when the keying is 
done the two brasses are brought solidly together, metal to 
metal. If this were to be done by simply filing oflf the edges 
of the brasses, they would be apt to pinch the pin at the top 
and bottom and run hot. For that reason they must be 
eased ofif a little at the top and bottom. After the filing has 
been done the brasses should be replaced in the strap and 
keyed solid. When in this condition they should whirl easily 
and freely upon the pin. 

Q, What should be done in case an engine becomes stalled 
in the snow? 

A. As in many other instances the course to be pursued 
will depend upon the existing conditions. 

If the fuel supply of the tender has been nearly or quite 
exhausted so that there is nothing wherewith to keep the 
engine hot, it will be necessary to empty the tender, discon- 
nect the pipes and, as soon as the steam pressure has fallen, 
allow the water to run out of the boiler either by opening the 
blow-off pipe or starting a washout plug. 

Should there be a tender full of coal or a supply sufficient 



Miscellaneous Accidents. 167 

for a time, the fire may be maintained and the tender kept 
suppHed with water by shoveHng in snow and melting it and 
keeping the resultant water above the temperature of freez- 
ing by opening the heater cocks. 

Q. How should a dead en\gine he disconnected for tow- 
ing? 

A. The generally accepted method of disconnecting an 
engine for towing is to take down the main rods, block the 
crossheads and clamp the valve stems, leaving all of the side 
rods in position, if possible. 

The reason for leaving the side rods in place is that they 
serve to balance the cranks and thus neutralize the hammer- 
blow that would otherwise be delivered to the rail by the 
unbalanced crank. This corresponds with the condition in 
which new engines are put when being towed from the 
shops of the builder to the purchaser, and whose speed of 
movement over the road is usually limited; a rule which 
must be observed in the towing of a dead engine. 

If, however, the condition of the engine is such as to 
necessitate the removal of any of the side rods, it should be 
borne in mind that the corresponding ones upon the other 
side of the engine must be removed also. 

These directions for disconnecting an engine will have to 
be modified in many instances, dependent upon the nature 
of the accident which the engine has suffered, and the condi- 
tion of other parts. It is evident, therefore, that no general 
directions can be given that will cover every specific case, but 
that the treatment of each must be distinct and referred to 
the judgment of the engineer in charge. 



i68 Locomotive Breakdowns. 

Q. When an engine has been running with one side dis- 
connected, what precautions should he taken in stopping? 

A. Care should be taken that it does not stop at or near 
the center. The best point to stop will be with the crank pin 
about one-eighth of a revolution past the center. This is at 
a point where the valve will be well open and the thrust 
of the rod upon the pin such as to have a powerful turning 
effect. At the same time it gives an almost maximum dis- 
tance to be traveled before the crank reaches the next center, 
by which time a sufficient momentum will have been ob- 
tained by the engine to carry it past the same and thus avoid 
the annoyance of stopping upon the dead point. 

Q. If an engine that is disconnected upon one side should 
stop at or so near the dead point that it will not start, what 
should be done? 

A. The only remedy will be to use a pinch bar and move 
the engine until the crank is in a position to be moved by 
the steam pressure upon the piston. 

Q. If the sand pipe on one side of an engine becomes 
clogged is it advisable to sand "the rails from the other side 
only? 

A. No. If the engine is apt to slip and sand is used on 
one side only, the catching of that wheel will throw an ex- 
cessive stress upon the axle which will make it possible to 
cause bending. 

Q. When an engine is slipping, how should sand be used? 

A. Steam should first be shut off and then the sand valve 
opened, after which steam may again be admitted to the 
cylinders. 



Miscellaneous Accidents. 169 

The reason for this method of procedure is that, when the 
wheels are revolving at a high speed they acquire a consid- 
erable momentum. If, then, the main driving wheels are 
suddenly stopped by the application of sand, the trailing 
wheels may bend the side rods. 

Q, What is the cause of pounding in a locomotive? 

A. Pounding may be due to a great variety of causes 
and these are sometimes far more difficult to locate than 
blows. One of the most dangerous causes of pounding is to 
be found in the cylinders when the boiler is foaming or prim- 
ing. The water thus carried over with the steam fills the 
clearance spaces and causes the piston to strike a powerful 
blow at the end of the stroke, which may result in the break-^ 
age of the heads unless there is some outlet provided for 
the escape of such water. Sometimes when the crank pin 
and crosshead brasses have been refitted, the main rod may 
be so lengthened or shortened that the piston strikes against 
the cylinder head. 

Cylinder pounding may also be caused by an insufficient 
supply of oil. 

It is impossible to convey by words a true idea of the 
noise made by cylinder pounding under these three condi- 
tions. The pound is, however, different in sound in each in- 
stance and peculiar to the cause, but can only be differen- 
tiated by the trained ear. 

Lost motion in the reciprocating parts is also a prolific 
cause of pounding. This is usually due to the results of 
wear. Sometimes such pounds are dangerous and should be 
remedied at once; at others no immediately serious results 



170 Locomotive Breakdowns. 

need be looked for other than an increase in the wear of 
the parts so affected. 

Thus, if a pound develops between the piston rod and the 
piston or crosshead, it should be cared for without delay, as 
it will be apt to cause a fracture of the piston rod with the 
resultant breakage of one of the cylinder heads. 

A pounding at the wristpin or crank pin is not so serious, 
but should not be neglected, as it will denote a rapid in- 
crease of wear; and, in the case of the crank pin brass, may 
result in the bending of the pin. In the case of the side 
rod the pound is not so serious on account of the reduced 
stresses which it is called upon to carry. In fact side rods 
with bushings loose upon the crank pins do the principal part 
of their pounding after steam has been shut off, which is, 
however, a rattle rather than a pound. 

Pounding also occurs in the driving boxes and wedges 
due to the looseness or improper adjustment of these parts. 
A loose pedestal brace will also produce the same effect. If 
a wedge works down so that the box has a chance to partially 
turn, the latter may catch and hold until some extra stress is 
put upon it when it will let go and there will be a single 
blow that will partake of the nature of a crash, though noth- 
ing may be broken. Such pounding as this is especially se- 
vere on the springs, and will be likely to cause a fracture of 
the same. 

For these reasons care should be taken that the wedges 
are maintained in a parallel position and in proper adjust- 
ment at all times. Finally a loose driving box brass may 
cause a pound. 



Miscellaneous Accidents. 171 

In addition to these main causes of pounding, there are a 
number of minor ones that may be due to the looseness of 
'any of the moving parts, such as eccentric straps, the strik- 
ing of the springs against rigid portions, also to eccentric 
rod, link, rocker or valve stem connections. Pounding in the 
steam chest due to loose packing strips or in the cylinder 
from the same cause is readily distinguished by the peculiar 
clicking sound that is produced. 

Q. How can a pound he located? 

A. Pounds due to looseness or wear can best be located 
by placing the engine on the quarter, the top being the bet- 
ter, blocking the driving wheels, opening the throttle and 
reversing. As the reverse lever is moved to and fro steam 
will be admitted first to one side of the piston and then the 
other, causing such movement of the reciprocating parts as 
the looseness of the same w411 permit. By carefully watch- 
ing such motion the pound can be located. Should this work 
fail to fix it on one side, it should be repeated on the other. 

Of course this method will not locate a pound in the cylin- 
ders, since there is not sufficient movement of the piston 
under these conditions. If the pound is due to foaming or 
priming it will disappear when the cylinder cocks are opened 
or the throttle closed. If the piston strikes the cylinder head 
or the packing rings are broken, the defect can usually be 
determined by walking alongside or riding on the cylinders 
when the engine is in motion. 

One precept should be borne in mind and invariably acted 
upon, and that is never to run an engine with a bad pound 
in the cvlinders. 



172 Loco:motive Breakdowns. 

Q. If driving-wheels become locked due to the application 
of the brake, how can they be started? 

A. If the driver brake is powerful enough to skid the 
drivers either by the direct pressure which it appHes or as 
the result of jamming, as sometimes occurs with the cam 
brake, the only certain relief is to be found in the release 
of the same, provided the locking is due to the application 
of the brakes alone unassisted by the reversal of the engine. 
It may be possible to start by throwing the reverse lever into 
full gear forward and suddenly opening the throttle. This, 
however, is of doubtful efficiency and cannot be depended 
upon. 

Q. In case a driving axle becomes hot, what is "the best 
position in which to place the engine in order to repack the 
same? 

A. For packing the axles of trailing wheels, there is little 
or no choice of position as far as the cranks are concerned. 
In the case of the main driving axle it is usually advan- 
tageous to stop the engine so that the eccentrics are as much 
out of the way as possible. Ordinarily it will be found that 
with the crank one-eighth of a turn below the forward cen- 
ter, these parts will be as much out of the way as it will be 
possible to get them. 

Q. Why is it necessary when keying rod brasses to make 
sure that the engine is in 'tram before doing the work? 

A. Because of the necessity that the lengths of the rods 
should correspond to the distance between the centers of the 
wheels that are coupled and because of the impossibility of 
drawing the wheels into tram by keying the rod brasses. A 



Miscellaneous Accidents. 173 

fundamental rule for this piece of work is never to attempt 
to key rod brasses with the engine out of tram. The reason 
for this is that, if the engine is out of tram, the rods upon the 
two sides of the engine will be of different lengths and there 
will be a constant strain set up that will not only prevent the 
smooth working of the engine but may result in a break- 
down. Thus, if the main axle does not stand square with 
the frames when the main rod is keyed the result will be 
either that the wheels will have a constant tendency to crowd 
against one rail producing a sharp flange upon the wheel 
that is set back ; or if the axle does afterward become square 
with the frames, the inequality in the length of the main 
rods will carry at least one piston nearer to one cylinder 
head than the other, which in exaggerated cases may cause 
a pound that will be decidedly detrimental to the safety of 
the machine. 

In case the wheels connected by side rods are not upon 
parallel axles, there will be the same tendency for one wheel 
to crowd the rail and wear a sharp flange. In addition to 
this the box will be held out of line with the shoes and 
wedges and be apt to stick, or, at any rate, wear more 
rapidly than would otherwise be the case. Too great pains 
cannot be taken when keying and fitting rod brasses to see 
to it that the axles are parallel to each other and square with 
the frames. Then, by leaving the brasses so loose that they 
can be easily whirled and moved to and fro on the pin, the 
best and most satisfactory results will be obtained. 



CHAPTER XIV. 
Accidents to Compound Locomotives. 

Q. Wh^t must be done in case of an accident to a com- 
pound locomotive? 

A. If the compound locomotive is of the two-cylinder 
type, and the accident occurs to any of the parts that are 
common to it and the simple engine, the emergency may 
be dealt with in the same way as with the simple engine* 
The same holds true of the four-cylinder cross compound 
type. In the case of the four-cylinder engine of the 
Vauclain type, it may be necessary to vary the method some- 
what in the case of the valves and pistons. For all parts 
of the mechanism outside the cylinders and beyond the 
crosshead and rocker the instructions given for the simple 
engine will hold. 

Q, What special parts of two-cylinder compound locomo- 
tives are apt to get out of order or he broken? 

A. The intercepting valye and the receiver in the smoke- 
box. 

Q. What accidents can occur with the intercepting valve 
of what is known as the Richmond compound locomotive? 

A. This valve is shown in section in Fig. 66, in the posi- 
tion which it occupies when working under compound con- 
ditions. It may stick in the open position as shown or in the 
closed position with the valve / against its seat K, The 
emergency valve E may also be stuck open or closed. Or 
some one of the parts named may be broken. 

174 



Accidents to Compound Locomotives. 



175 



.Q. What mill be the result if the intercepting valve sticks 
open in the position shown in Fig. 66, 

A. The fact will not be apparent so long as the engine is 
in motion, since that is the position the valve should occupy 
while working as a compound. When a stop is made, 




Fig. 66. — Se:ction op Intercepting Vai.ve of the Rich- 
mond Two-Cylinder Compound Locomotive. 



however, the engine will be found to be in the same condi- 
tion as a simple engine that has been disconnected upon one 
side and is to be worked with a single cylinder. It will 
then be found to be impossible to start the engine if the 
high-pressure crank is at or near the center. If, however, 
the engine is standing so that the high-pressure cylinder 



176 Locomotive Breakdowns. 

can start it, the engine will move and the first exhaust from 
that cylinder will put some pressure on the large pistons; 
probably enough to keep the light machine in motion but not 
enough to start a heavy train. 

Q, What will he the result if the intercepting valve sticks 
closed against its seat K? 

A. This is a more serious matter. When the valve is 
so closed, the engine is supposedly working as a simple 
engine, and this is the case only when starting and exerting 
a maximum tractive power at a slow speed, as the valve 
is only closed at such times and it is almost impossible that 
it should occur when the engine is running at speed upon 
the road. 

If the engine were to be running slowly and working as 
a simple machine, the emergency valve E would be raised 
from its seat and there would be nothing to indicate to the 
engineer that anything was the matter with the intercepting 
valve. When it became desirable to convert the engine to 
compound action, or after starting in the ordinary manner 
when it is automatically converted to such action, the trouble 
would at once manifest itself. The pressure in the receiver 
would rise until it equaled that of the boiler, and the pres- 
sure upon the two sides of the high-pressure piston would 
be equalized and it would cease to be doing any work. 

The relief for this state of aflfairs is to open the emergency 
valve E, permitting the exhaust from the high-pressure 
cylinder to escape into the atmosphere, thus reducing the 
hack pressure upon its piston and making it possible to run 
slowly in simple action. 



Accidents to Compound Locomotives. 177 

Q. JVh-at unll he the result if the emergency valve E sticks 
shut? 

A. The only result will be that it will be impossible to 
convert the engine to simple action. It will start in simple 
action and then, as soon as the receiver pressure has risen 
to the proper point, it will automatically change to compound 
action. For such a condition as this nothing need be done 
until the trip is ended. 

Q, What unll he the result if the emergency valve E 
sticks in the open posit ion f 

A. This will render it impossible for the engineer to 
convert the engine to compound action and the engine will 
continue to work as a simple expansion machine so long as 
it remains open. Such a condition will involve running 
slowly to the first stopping place, when the valve may be 
closed. 

Q. What is the ohjection to running fast when the valves 
are in the position indicated in the previous question? 

A. There is no objection and no danger in running rap- 
idly under these circumstances, but the construction of the 
engine is such and the exhaust passages from the high pres- 
sure cylinder are so restricted that ii is impossible for the 
engine to attain or maintain a speed of more than from eight 
to ten miles an hour under these conditions. 

Q. Jf the main valve I of the Richmond intercepting valve 
should he broken, what would he the result? 

A. The result would be the same as though it were stuck 
open as detailed in answer to the second question precedmg, 
as far as the delivery of the high-pressure exhaust to the low- 



178 Locomotive Breakdowns. 

pressure cylinder is concerned. That is to say, this exhaust 
steam would be able to pass directly from the receiver to the 
steam chest of the low-pressure cylinder. 

In addition to this, it might be possible for live steam 
to flow from the auxiliary steam pipe to the low-pressure 
steam chest, provided the break was of such a nature as to 
render the reducing sleeve inoperative. This might produce 
an excess pressure in the low-pressure cylinder. If this 
sleeve was still operative, the effect would be to shut off the 
live steam from the auxiliary pipe and allow the engine to 
work as a compound. 

Q, When an intercepting valve on a Richmond compound 
locomotive is out of order, how can it be repaired or read- 
justed? 

A. If it is desired to examine the piston and emergency 
valve access can be obtained to the same by taking off the 
cap held by the nuts N. If the dash pot plunger B is to 
be examined it may be done by removing the cap held by the 
nuts M. In order to remove the whole valve, take off the 
cap held by the nuts L and everything can be removed from 
the casing. 

Q. // the intercepting valve of a Richmond compound 
locomotive is so broken that the How of steam from the auxil- 
iary steam pipe to the low-pressure cylinder is such that an 
excessive pressure is apt to be created in that cylinder, what 
should be done? 

A. No injury can ordinarily result from this condition, as 
the low-pressure steam chest is provided with a safety valve 
for the relief of any such excess of pressure. 



Accidents to Compound Locomotives. 179 

Q, What should he done in case the intercepting valve of 
a Richmond compound locomotive should become broken in 
such a way that the reducing valve portion is so fractured as 
to allow live steam from the boiler to blow unchecked into the 
receiver? 

A. The cap held by the nuts L should be removed and all 
of the parts of the intercepting valve removed with the ex- 
ception of the emergency valve £. A piece of wood should 
then be put over the opening O leading from the auxiliary 
steam pipe, thus cutting off the flow of steam to the inter- 
cepting valve casing. This board should also be made to 
cover the opening of the casing. 

The result of this arrangement will be to convert the 
engine into a purely compound engine, with free passages 
from the high-pressure exhaust to the low-pressure steam 
chest. When running, the engine will act as in ordinary 
working, but, at starting, only the high-pressure cylinder will 
be available. 

Q. If the breakage should be such that the emergency 
valve E is destroyed in addition to the fractures, as detailed 
in the previous question, what should be done? 

A. When taking out the other parts of the intercepting 
valve the emergency valve E should be removed also. 

Two courses are now possible. The openings at O and 
that of the valve itself may be closed as described in the 
answer to the previous question. Under these conditions the 
exhaust from the high-pressure cylinder would pass directly 
out to the atmosphere, and that cylinder would alone be avail- 



i8o 



Locomotive Breakdowns. 



able for work. It would also involve the desirability, if not 
the necessity, of disconnecting the low-pressure side. 

The other and better course will be to place a piece of 
board over the seat of the emergency valve E, and hold it in 
position by a bolt passing through it and out through the hole 
in the cap usually filled by the stem of the emergency valve. 

This will put the engine in exactly the same condition as 




Fig. 67.— Section 01^ By-Pass Vai.ve^ of Richmond Com- 
pound Locomotive: in Opi;n and Ci^oskd Position. 



that described in the answer on page 176, with the emer- 
gency valve in good condition and held against its seat. 

Q. What will he the effect upon the working of the Rich- 
mond compound locomotive if the by-pass valves of the 
low-pressure cylinder are stuck open, and what should be 
done? 



Accidents to Compound Locomotives. i8i 

A. As the function of these valves is, when open, to per- 
mit the passage of air to and fro from one end of the cylin- 
der to the other, when the engine is in motion with the steam 
cut oflf, it follows that if they are stuck open as in Fig. 67, 
steam entering one end of the cylinder will have access to 
the other also, with the result that its effect upon the piston 
will be nulHfied. It amounts to the practical cutting out of 
the low-pressure cylinder to which they are applied. 

The remedy is to remove the caps from the ends of the by- 
pass valve casing and drive the valves back into their closed 
position ; blocking them there if necessary. 

0. What will be the effect if the by-pass valves of a Rich- 
mand compound locomotive are stuck shut and what should 
be done? 

A. As this is the proper position of these valves when 
the engine is at work, nothing will be noticed while this con- 
dition prevails. As soon as steam is shut off, however, air 
will be drawn into the low-pressure cylinder through the 
relief valve and pumped out at the exhaust, thus constantly 
fanning the fire. 

Since this is not a serious matter and can be partially 
neutralized by opening the furnace door, it will not be worth 
while to stop the train to* readjust the valves, and this stick- 
ing can be neglected until the end of the run is reached. 

Q. What can be done to render the low-pressure cylin- 
der available for useful work if the by-pass valve should be- 
come broken, leaving the passage between the ends of the 
cylinder open? 

A. It is merely necessary to remove the broken parts and 



1 82 



Locomotive Breakdowns. 



drive a wooden plug into the middle of the valve, as shown 
in Fig. 68, where it may be held by a plug or nail driven in 
at the vent hole in the middle of the casing at the bottom. 

Q. What will he the result and what should he done if the 
receiver of a two-cylinder compound locomotive is hroken 
or ruptured? 

A. If the fracture is not of sufficient size to cause a seri- 
ous fall in the receiver pressure, the engine may be run in 
that condition to the end of the trip, though the leaking of 




Fig. 68. — Plugged By-Pass Valve of Richmond Compound 

Locomotive. 



steam into the smokebox may seriously interfere with the 
steaming of the boiler. 

If the break is of such a character as to so reduce the re- 
ceiver pressure that the low-pressure cylinder does not re- 
ceive a sufficient supply of steam to maintain the proper steam 
chest pressure, the automatic intercepting valves of such de- 
signs as the Richmond and Schenectady will close and live 
steam from the boiler will be delivered at a reduced pressure 
to the large cylinder. 

Under these circumstances the emergency valve should be 
opened so as to permit the exhaust steam from the high- 



Accidents to Compound Locomotives. 183 

pressure cylinder to pass directly into the atmosphere. The 
engine can then be run in simple action to the terminal. 

Q, What should be done if the auxiliary steam pipe lead- 
ing to the lozv-pressnre cylinder should become broken? 

A. This accident will have no effect whatever upon the 
action of the engine when in compound action, as no steam 
passes through this pipe to the cylinder under these condi- 
tions. 

The treatment of the matter will depend upon the nature 
of the break. If it merely causes a leak that does not seri- 
ously interfere with the steaming of the engine or the main- 
tenance of the pressure, it may be ignored until the end of 
the run is reached. 

If it does cause so great an escape of steam as to prevent 
the maintenance of the proper pressure, a plate of metal 
should be put in between its flange and that of the tee 
head, to prevent this loss, exactly as described in regard to 
the steam pipes of a simple engine in the answer to the ques- 
tion on page 128. 

Q. What leaks are likely to occur in the intercepting 
valve of a Richmond compound locomotive? 

A. This intercepting valve, which is shown in section in 
Fig. 66, may develop a leak at a or along the out- 
side of the sleeve C. A leak past the seat a of the re- 
ducing sleeve, merely allows the steam to flow down the out- 
side of that sleeve and escape into the atmosphere at the 
front of the cylinder saddle. It does not affect the working 
of the engine nor cause a blow, and is at once detected by the 
appearance of the escaping steam at the point indicated. 



i84 Locomotive Breakdowns. 

A leak along the outside of the sleeve C permits live steam 
to flow from the chamber D into the receiver. Such a leak 
has a tendency to raise the receiver pressure and thus in- 
crease the work of the low-pressure while It lowers that of 
the high-pressure cylinder. There is but little chance or prob- 
ability that this leak will become a serious matter in the op- 
eration of the locomotive, and it can ordinarily be neglected. 

If, however, it is desired to determine definitely whether 
or no there is a leak at this point, the test may be made as 
follows : 

First make sure that there is no leak at the high-pressure 
valve. Remove the cap of the emergency valve E and with the 
latter block the intercepting valve into the open or com- 
pound position which it occupies in Fig. 66. Place the high- 
pressure valve in the central position and open the throttle 
slightly. If there is a leak steam will appear in the receiver 
and escape at the cylinder cocks of the low-pressure cyl- 
inder. 

Such a leak will be very insignificant at the worst, and its 
detection and location will not repay the labor involved if it 
is to be done upon the road. 

Q. What accidents may occur with the intercepting valve 
of what is known as the Schenectady compound locomotive? 

A. The breakage of the various parts forming this valve, 
or the sticking of those that should move from one position to 
another, in addition to the breakage of the receiver and aux- 
iliary steam pipe that are common to all two-cylinder com- 
pound locomotives. 



Accidents to Compound Locomotives. 185 

Q. What will he the result if tjie intercepting valve of a 
Schenectady compound should become stuck in the closed 
position, shown in Fig, 6p, and what should be done? 

A. When in this position the engine is in simple action 
and the pressure in the receiver from the exhaust of the small 
cylinder would accumulate until its back pressure neutralized 
the steam pressure on the working side of the high-pressure 
piston. 

The remedy w^ould be to open the emergency or starting 
valve in the cab and thus admit steam back of the piston A, 
moving it to the left as in Fig. 69, and thus opening the valve 
J5, through which the exhaust from the high-pressure cylin- 
der will be permitted to escape from the receiver into the 
atmosphere. 

While in this condition the operation of the engine will 
be confined to simple action, and in that way may be made to 
haul its train to destination. 

Q. How will the sticking of aft intercepting valve of a 
two-cylinder compound locomotive in the closed condition 
manifest itself f 

A. By the sluggish action of the engine, due to the fact 
that all of the work is being done by the low-pressure cylin- 
der. 

Q. What will be the result if the intercepting valve of a 
Schenectady compound locomotive should become stuck in 
the open position? 

A. This is the position, shown in Fig. 70, in which the 
engine is in compound action. The result will not be notice- 
able when the engine is working regularly. But at starting 



i86 



Locomotive Breakdowns. 




Accidents to Compound Locomotives. 187 

no steam would be admitted from the auxiliary steam pipe to 
the low-pressure cylinder, wath the result that the engine 
could not be put into simple action and the small cylinder 
would alone be available for the work. It would be the 
same as though the low-pressure side were disconnected 
until an exhaust from the small cylinder had developed some 
pressure in the receiver, which is at once communicated to 
the large piston. 

Q. What will be the result and what should be done 
if the shell M of the intercepting valve should be broken? 

A. The results and the remedy wull both depend upon 
the extent and nature of the injury. 

If the forward part of the shell only, or that in front 
of the reducing valve c, is broken, the remaining portion 
may be pushed ahead into the position that it would naturally 
occupy when the engine is in simple action. 

When so placed the automatic reducing valve c will shut 
off the flow of live steam from the auxiliary steam pipe to the 
low-pressure cylinder or at least regulate the pressure. The 
locomotive can then be run as a compound without trouble. 
At starting the reducing valve will act the same as usual, 
but will blow^ steam into the receiver as well as the low- 
pressure steam chest, thus lowering the power of the high- 
pressure cylinder. 

If the injury extends back so that the reducing valve is 
put out of action, it will be possible for the Hve steam from 
the auxiliary pipe to blow directly through to the receiver 
and low-pressure steam chest. This would put full boiler 
pressure upon the large piston, so increasing the power of 



i88 



Locomotive Breakdowns. 




Accidents to Compound Locomotives. 189 

the same that the handling of the engine would be exceed- 
ingly difficult on account of the slipping of the wheels, were 
it not for the safety valves on the low-pressure cylinder 
w^hich would be blowing off steam to their full capacity. 

This flow of steam should be stopped. It can be done by 
taking off the cap of the intercepting valve case at 5 and, 
after removing all of the broken parts, a wooden plug can 
be driven in to cover the openings from the chamber E 
of the auxiliary pipe to the intercepting valve chamber. 
Then, by replacing the cap at 5, the engine may be worked 
as a compound. 

Q. What will he the result and wh-at should he done if 
the stem d connecting the intercepting valve and the piston 
of the dashpot P shoidd hecome disconnected or hrokenf 

A. This accident will manifest itself by a violent slam- 
ming of the intercepting valve when the engine is changed 
from simple to compound action or the reverse. 

If running it is well to keep the throttle open so as to 
hold the valve in one position as far as possible. At the 
first stop the cap of the valve casing should be removed at 
5, and an examination made of the fracture. If the key 
only has come out or been broken it may be put back or 
replaced with another. If the rod is broken the intercepting 
valve itself may be put in either the simple or compound 
positions as in Figs. 69 or 70. If in the former it may be 
held closed by putting a block of wood between the back 
end of the valve and the inside of the cap and bolting the 
cap home. 

Steam should then be admitted against the piston A so as 



190 Locomotive Breakdowns. 

to hold the valve B open and thus give the high-pressure 
exhaust a free passage to the atmosphere. 

If the valve is to be put in the position of compound 
action, as shown in Fig. 70, it may be tied there by means 
of a piece of bell cord passed through the opening of the 
dashpot stem d which should therefore be removed. 

The first of these methods will probably be the most sat- 
isfactory way of getting over the road with a heavy train 
where grades must be climbed, the second where the train 
is light and speed is of more importance than the develop- 
ment of a high tractive power. 

Q. Where is it possible for leaks to occur and what are 
apt to he the results in the case of the intercepting valve 
of the Schenectady two-cylinder compound locomotives? 

A. This valve is shown in section in Figs. 69 and 70. 
A leak may exist between the valve B and its seat, allowing 
steam to escape from the receiver into the direct exhaust. 
This lowers the receiver pressure, tending to decrease the 
work of the low-pressure cylinder and increase that of the 
high. The leak, however, is not apt to be serious, and will, 
therefore, have an inappreciable effect upon the working of 
the engine. 

A second point of leakage will be around the main shell 
of the intercepting valve. This will have no influence what- 
ever except when the direct exhaust valve B is open and the 
engine is working simple. In that case there may be some 
back leakage from the low-pressure steam passage into the 
exhaust. 

It is quite possible, if this leak were large enough, for it 



Accidents to Compound Locomotives. 191 

to produce a continuous blow, which would only be audible 
when the engine were working as a simple machine. 

A third possible point of leakage is at the packing rings 
g. When the engine is w^orking as a compound such a leak 
would permit a flow of live steam to take place into the low- 
pressure steam chest, but would not cause a blow. When 
the engine is working as a simple machine such a blow may 
permit steam to escape into the receiver and thence into 
the atmosphere. It might be serious enough to produce a 
continuous blow, but such a condition is highly improb- 
able. 

The fourth possible point of leakage is past the packing 
rings of the working piston &. Such a leak allows steam to 
escape to the atmosphere through the small pipe 0, thereby 
making itself at once manifest. 

None of these leaks are apt to be at all serious, so that 
little or no attention need be paid to them until the engine 
can be sent to the shop for repairs. 

In fact, the w^ear of the intercepting valves of two-cyl- 
inder compound locomotives is not apt to be of a character 
that will materially affect the action or working of the 
machine in a way that wall be perceptible upon the road. 

Q, What will be the result and what should he done if 
the emergency valve B of a Schenectady compound locomo- 
tive becomes broken or stuck open? 

A. This permits of a direct passage of the high-pressure 
exhaust into the atmosphere, so that the engine must be 
worked in simple action. If the remaining portion of the 
intercepting valve is intact and operative, it will move into 



192 Locomotive Breakdowns. 

the position shown in Fig. 69, and Hve steam will be ad- 
mitted to the low-pressure cylinder through the reducing 
valve. The engine can thus be run to destination as a single 
expansion engine. 

if it is desired to work it as a compound when the valve 
B is broken it will be necessary to remove the cap of the 
chamber in front of the piston A, and remove the latter. 
A plug may then be driven in to close the passage R leading 
to the exhaust pipe. 

Whether it will be worth while to do this or not will de- 
pend upon the distance to be traveled and the time avail- 
able. 

Q. // one side of a two-cylinder compound locomotive 
is disabled in any way so that it must he disconnected, can 
the engine still he worked on one side? 

A. Yes. 

Q. // the low-pressure side of a two-cylinder compound 
locomotive is disabled so that it must he disconnected, what 
should he 'done? 

A. The rods, valve, crosshead, and other parts relating 
to the cylinder should be treated in exactly the same way 
as in the case of a simple engine. (See pages 18 and 20.) 

When this has been done the emergency valve should be 
opened so as to permit the exhaust steam from the high- 
pressure cylinder to escape into the atmosphere. The inter- 
cepting valve will then move into the position of simple 
action and the low-pressure steam chest will be filled at a 
pressure corresponding to that at which the reducing valve 
is set to act; just as, under the same circumstances, the 



Accidents to Compound Locomotives. 193 

steam chest of the disabled side of a simple engine is sub- 
jected to boiler pressure in consequence of the steam de- 
livered to it from the open pipe. 

Q, If the high-pressure side of a tZx?o-cylinder compound 
locomotive is disabled so that it must be disconnected, n'hat 
should be done? 

A. This accident may be treated in exactly the same 
manner as though it had happened to one of the parts of 
a simple engine, and the rods, valve, and crosshead should 
be blocked in the same way. (Pages 18 and 20.) 

If the throttle valve is opened after this blocking and 
disconnecting has been done, the intercepting valve will 
automatically move its starting position and the reducing 
valve will open so as to admit steam to the low-pressure 
steam chest. The engine will then start and run with the 
low-pressure piston at work alone. It will not be neces- 
sary to open the emergency valve, as required in the answer 
to the previous question, because there will be no steam in 
the receiver and nothing coming from the high-pressure 
cylinder that needs to be taken care of. 

Q. What blows are apt to occur nith the tziv-cylinder 
compound locomotives of the Richmond or Schenectady 
types r 

A. Blows in these engines may be the result of leaky 
valves, pistons, and intercepting valves. 

Q. What zi'ill be the effect of leaky piston rings in tu:o- 
cylinder compound locomotives, and hov.' can they be de- 
tected and located? 

A. Leaky rings in the high-pressure piston permits the 



194 Locomotive Breakdowns. 

live or working steam to pass through to the exhaust side 
of the piston and thence to the receiver and low-pressure 
steam chest. 

The result is to increase the work done by the low-pressure 
piston and decrease that of the high-pressure. The leak 
may be detected in the same way as that described for sim- 
ple engines, namely, by the noise it makes and by admitting 
steam to one end of the cylinder and opening the cylinder 
cock at the other. 

A leak in the piston rings of the low-pressure cylinder 
can be detected and located in the same way as in the case 
of simple engines. (Page 17.) 

Q. What will be the effect of leaky valves in two-cylin- 
der compound locomotives, and how can they be detected 
and located? 

A. A leaky high-pressure valve permitting a blow 
through to the exhaust passage will tend to lower the 
amount of work done by the high-pressure cylinder and 
increase that of the low-pressure. It can be located in the 
same way as in the case of simple engines. (Page 15.) 

A blow through the valve of the low-pressure cylinder 
manifests itself in the same way and can be detected and 
located by the same means as that set forth for a similar 
work on a simple engine in the answer on page 15. 

Q. — In case of a breakage of the working parts upon one 
side of a Vauclain four-cylinder compound locomotive, 
what can be done? 

A. This engine consists of two separate and distinct com- 
pound locomotives, just as an ordinary locomotive consists 



Accidents to Compound Locomotives. 195 

of two simple machines. Hence an accident to one side 
permits the other to be worked without reference to the 
first. It only remains to disconnect and block the disabled 
side and proceed as with the simple engine. 

Q. // an accident should disable one of the cylinders 
of a Vauclain compound locomotivej would it be possible to 
use its mate under steam? 

A. It would be possible but not advisable. 

By removing the piston and covering the opening for the 
rod, steam could blow through the small cylinder and be 
used in the large, or the exhaust from the small can be made 
to blow through the large to the nozzle. But, owing to the 
construction of the crosshead and the desirability of main- 
taining an approximately even balance in the pressure ap- 
plied to the top and bottom of the same, the piston rod of 
the single cylinder, worked in the way suggested, would 
be apt to be broken and the resultant damage to the working 
cylinder wreck the engine. 

Q. What Will be the result and what should be done in 
case the equalizing valve of a Vauclain compound locomo- 
tive should be broken? 

A. The result wall depend somewhat upon the nature 
of the break. If it is such that the steam is given a clear 
passage through it, the engine will be put in the starting con- 
dition and the high-pressure piston will be equalized while 
the low-pressure will be working under full boiler pressure 
less the losses due to wire-drawing. In this case the ex- 
cess of work is being done by the large piston and there is 



196 Locomotive Breakdowns. 

the same danger of piston rod breakage as that given in 
the answer to the previous question. 

If the valve is simply broken off in a way that allows 
the steam to blow out, the remedy will be to plug the holes 
of the pipes and so brace the plugs in place that they cannot 
be blown out by the steam behind them. This remedy en- 
ables the engine to run regularly in compound action, but 
destroys its extra tractive power when starting. 

Q, What are the causes of the principal blows that may 
occur on a Vauclain compound locomotive? 

A. Leaky packing in the cylinders and valves and the 
leakage of the starting valve. 

Q. // the starting valve of the Vauclain compound loco- 
motive leaks what will be the effect? 

A. This leak will permit live steam to enter the low- 
pressure cylinder, and manifest itself by causing an inequal- 
ity in the exhaust; that from the side upon which the leak 
exists being the stronger. 

Q, How can a leak in the starting valve of a Vauclain 
compound locomotive be detected? 

A. As already stated in answer to the previous question, 
a leak in one of the starting valves will cause an irregularity 
in the exhaust. If, then, the starting valves be opened or 
placed in compound running position live steam will be ad- 
mitted to both low-pressure cylinders, and the inequality in 
the exhaust will disappear. 

Should there be a leakage to the same extent through 
both valves, then there would be no inequality in the ex- 
haust. This is, however, a very improbable state of affairs. 



Accidents to Compound Locomotives. 



197 



Q. Is there no other defect that may cause an inequality 
in the exhaust of the Vauclain compound locomotive^ and 
if so hon: is it caused and how can it be detected f 

A. If the test applied according to the answer to the 
previous question does not make the exhaust even for the two 
sides of the engine, the trouble may be found in the packing 
of the valve. 

With a leaky starting valve each alternate exhaust is 
heavy, the intermediate ones being light. If one of the 
packings of the valve for high-pressure steam leaks it will 
permit steam to pass continuously into the low-pressure 
cylinder, first into one end and then into the other, causing 
one heavy exhaust to alternate w^ith a light one. 

This condition can be very readily detected in distinction 
from the blow due to a leaky starting valve; from the fact 
that the opening and closing of the latter has no effect in 
stopping the inequahty or lameness. 

Still another cause of lame or unequal exhaust is to be 
found in leaky piston rings in the high-pressure cylinders. 
When this is the case the live steam pressing against one 
side of the high-pressure piston passes through to the ex- 
haust side, and thence direct to the working side of the 
low-pressure piston. In this way the exhaust pressure in 
the large cylinder is raised with the result that there will be 
a heavier exhaust upon that side of the engine than upon the 
other. 

Q. What may cause a continuous blow in a Vauclain 
compound locomotive? 

A. If the packing rings between the admission port of 



198 Locomotive Breakdowns. 

the valve, where the steam enters the interior from the 
high-pressure cylinder, and the exhaust cavity leaks, there 
will be a continuous blow out at the exhaust pipe. This 
is due to the fact that these packing rings are always sub- 
jected to either the live steam or exhaust pressures of high- 
pressure cylinders, and are the only means of preventing a 
flow of that steam direct into the final exhaust passage of 
the low-pressure cyHnder. If both of these packings leak 
the blow will be continuous without much, if any, variation 
in the sound. If only one is defective, the blow will still be 
continuous but will have periods of rising and falling, de- 
pendent upon the position of the valve in its throw. This 
rise and fall will, however, be exceedingly difficult to detect 
in the practical operation of the locomotive on account of the 
other noises that invariably exist. 

Q, How can the blow of the steam through the valves 
and piston packing be located on a Vauclain compound loco- 
fnotivef 

A. The engine should be first placed upon the quarter 
with the starting valve closed and the wheels blocked. The 
throttle may then be opened slightly, admitting steam to the 
high-pressure cylinder; at the same time the reverse lever 
should be moved forward and back two or three times, 
thus admitting steam to both faces of the high-pressure pis- 
ton. Then, with the reverse lever in the back notch, open the 
forward cylinder cock of the low-pressure cylinder if the 
crank stands upon the lower quarter and the back cylinder 
cock if it stands upon the upper quarter. There will be a 
squirt of steam, but if this issues in any quantity it shows that 



Accidents to Compound Locomotives. 



199 



there is a leak either at the packing rings of the low- 
pressure piston or at the rings of the valve, i or 4 of 
Fig. 71. 

Whether the leak is in the one or the other of these two 
places can be determined by moving the reverse lever until 
the valve is in the central position and covering both ports. 
If, under these conditions, steam still continues to blow 
from the cock, it shows that the leak is in the valve packing. 
If the blow ceases the leak is at the low-pressure piston 
rings. 

A blow through the packing rings of the high-pressure 



^.WSSWSWNWSS 




>\\\S\\\\\\\S\\\'^ 




Fig. 71. — Longitudinal Section of Valve of Vauclain 
Compound Locomotive. 



piston can be located by placing the engine on the quarter 
as before and opening the back cylinder cock of the low- 
pressure cylinder if the crank is on the lower quarter and 
the front one if it is on the upper quarter. There is, then, 
a clear passage from the exhaust side of the high-pressure 
piston to the cylinder cock that has been opened. If there is 
a blow, it indicates that there is a leak at the high-pressure 
piston. 

Before making this latter test, however, it must be first 



200 Locomotive Breakdowns. 

ascertained that the packing rings, i and 4, of the valve 
(Fig. 71), as well as the starting valve, are tight, for should 
there be a leak at either of these two points there will be a 
blow at the cylinder cock. 

A leak in the low-pressure rings 2 and 3 of the valve, 
Fig. 71, is shown by a continuous blow at the exhaust. It 
will be seen from the illustration. Fig. 71, that if there is 
a leak at 2 or 3 steam passing from the high to the low- 
pressure cylinder can leak out into the final exhaust passage. 
As there will be no such flow of steam when the engine is 
standing blocked in the position indicated, the starting valve 
should be opened. This admits steam to the working side 
of the low-pressure piston, and, backing into the high- 
pressure cylinder, can leak past the rings at 2 and 3 
(Fig. 71) if they are in such a condition as to permit it to 
do so. 

Q. How should breakages to valves, pisions, crossheads, 
and other working parts of four-cylinder cross compound 
locomotives be treated? 

A. As these locomotives consist of practically four dis- 
tinct engines, each one can be treated as a separate unit. . If 
an accident happens to the working parts of any one of 
these units, it may be taken down and disconnected as 
in the case of a two-cylinder simple engine, if each cylinder, 
both high and low-pressure, is provided with its own valve 
motion. Where one valve is made to serve two cylinders it 
may be necessary to disconnect the pair, if an accident hap- 
pens to one of them. 

Q. How should a Baldwin four-cylinder cross com- 



Accidents to Compound Locomotives. 201 

pound locomotive be treated in case of an accident to the 
valve of one pair of cylinders? 

A. In this engine the high-pressure cyHnders are be- 
tween the frame and the low-pressure upon the outside. 
The valve is of the piston type and is placed above and be- 
tween them. As this valve is so designed that it serves 
two cylinders, it is evident that any accident to it will dis- 
able both. It will, therefore, be necessary to treat both cylin- 
ders and all of their connections and working parts in ex- 
actly the same way as that detailed for the single cylinder 
of a simple engine when a valve is subjected to a similar 
mishap. 

Q. // in a Baldzmn four-cylinder cross compound loco- 
motive an accident happens to a piston, crosshead, or con- 
necting rod, will it he possible to disconnect and block for 
the cylinder to which the broken part belongs, and, at the 
same time, leave the valve and its motion intact, so as to 
retain the working power of the other cylinders^ 

A. Such a course would be inadvisable. No matter 
how tightly the blocking may be put in position, the rapidly 
recurring thrusts of the piston, under the influence of the 
steam admitted to it by the motion of the valve, would be apt 
to loosen it, and if it did give way the cylinder would be 
wrecked. The safe course is to disconnect and block the 
parts of both cylinders and run no risks. 

Q. What should be done in case of an accident to the 
valve of a four-cylinder tandem compound locomotive^ 

A. As time is always an important element in applying 
the remedy to any accident upon the road an accident to the 



202 Locomotive Breakdowns. 

valve of a pair of tandem cylinders should be treated as an 
accident to the valve upon one side of a simple engine, 
whether there is a single valve to serve the two or a separate 
valve for each. 

Q. What should he done in- the case of the breakage of 
a piston of a tandem^ compound locomotive? 

A. In these engines the high-pressure cylinder is usually 
at the front, so that any accident to the low-pressure piston 
will ordinarily involve the loss of so much time in the re- 
moval of the same that the best and most expeditious 
method of making repairs will be to clamp the valve in the 
central position and block the crosshead exactly as in the 
case of a simple engine. If it is the high-pressure piston that 
has suflfered the accident, it may be possible to remove the 
broken parts and proceed. This, however, will involve the 
admission of steam at boiler pressure to the low-pressure 
cylinder for all points of the cut-off. For the steam ad- 
mitted through the high-pressure valve will immediately 
fill that cylinder and be ready to flow into the low-pressure 
cylinder as soon as the valve is opened. Such a course 
should not be attempted unless the broken piston can be so 
removed from the cylinder that no part remains to bear 
against the inside of the same, and it has been positively as- 
certained that the piston-rod is not bent. Otherwise the 
safe and proper course to pursue will be to clamp the valve 
in its central position as detailed on page i8 for a simple 
engine, and block the crosshead as described on page 20, 
disconnect the main rod and proceed with the engine work- 
ing steam on one side only. 



CHAPTER XV. 
Tools and Appliances for Making Engine Repairs. 

Q. In case it becomes necessary fa take down one end 
of a side or mmn rod, how can if be conveniently held or 
handled? 

A. Fig. y2 shows a device that has been designed for 
this work. It consists of a Z-shaped bar A, one leg of which 
rests on the frame C, while the other has a thread cut in it 
to take the screw B. At the upper end of the screw there 
is a loose cap to carry the rod D, The application will be 
readily understood from the engraving. 

Another and simpler tool is shown in Fig. 73. This is 
formed of a piece of J^-inch round steel. It is bent into 
the form of a crank and sharpened to a chisel edge at one 
end and a sharp point at the other. The shape is such that, 
if the short arm rest upon the spokes of a wheel, the end 
of the rod can be readily raised and lowered. Again, by 
letting the long arm rest upon the main rod the short sec- 
tion is in a convenient position to carry the side rods of a 
mogul or consolidation engine. The weight being carried 
below the point of support, it can be readily adjusted without 
danger of slipping. 

Q. When it becomes necessary to repack the oil cellars 
of driving boxes, how can they be removed? 

A. As these cellars are fitted snugly in position, it is 
frequently necessary to use considerable force to pull them 
out. A very convenient device for this purpose is shown in 

203 



204 



Locomotive Breakdowns. 



Fig. 74. It consists of a pair of tongs arranged so that, 
when there is a downward pull upon the chain, the upper 





-B 



■3 



Fig. y2, — Bracket for 
Supporting Side or 
Main Rods. 




Fig. 74. — Tongs for 
Removing Oii. Box 
Cellars. 



r^ 



._.L 



PiQ. 73.— I^EVER FOR Holding Side and Main Rods. 

ends of the levers are thrust out into the bolt holes of the 
cellar, thus serving to remove it. The parts may be made 



Tools for Making Engine Repairs. 205 

of ^-inch by ^-inch flat iron with a chain of suitable length 
to allow a bar to be thrust over it and in between the spokes 
of the wheel. 

Q. How can a headlight he lighted in a high wind? 

A. It is sometimes impossible to do this work in the 
ordinary way when the wind is blowing hard. The method 
of common practice under such conditions is to ignite the 
wick with the chimney in position and from the top of the 
same. One m.eans is to wrap a piece of manifold or tissue 
paper about the finger and fit it down against the wick. In 
a few minutes it will become saturated with oil and a lighted 
matched dropped in at the top of the chimney will ignite 




/ 

Fig. 75. — Device for Lighting Hkadi^ights. 

it, and through it the wick. The objection to this method 
is that it involves a danger of cracking or smoking the 
chimney. 

Another ready method is to hold the match in a split 
stick and lower it against the wick from the top of the 
chimney. This, too, has its objections in that there is some 
difficulty in holding the match for lighting in this way. 

A very handy instrument is shown in Fig. 75. It consists 
of a tube contracted at one end, having a slotted opening 
b on one side, and in which there is a plunger /, that is 
fitted with a thumb press button and a retracting spring. 
The match is inserted at the slot and the whole run down 



206 



Locomotive Breakdowns. 



into the chimney from the top. By pressing on the plunger 
the match is forced out through the contracted end of the 
tuBe and ignited as it emerges. The tube holds the match 
firmly and so makes it possible to easily ignite the wick. 

Q. In making engine repairs, how can bolts that have 
been put in with a driving fit he started? 

A. A common method is to strike them with a sledge 
through a drift. Sometimes this is impracticable on ac- 
count of the inaccessibility of the parts to be moved. Under 




o ^ 



Fig. 76. — Hydraui^ic Boi.1^ Starte:r. 



these circumstances a small hydraulic press like that shown 
in Fig. y6 is a convenient tool to use. It consists of a cylin- 
der B, into which a plunger A provided with a leather pack- 
ing IS fitted. In the branch C the screw D is made to work 
in the thread cut on the inside of C. The space in the branch 
and beneath the plunger A is filled with tallow. It is evident 
that when the screw D is run in, a heavy pressure can be 
exerted upon the plunger. This may amount to as much as 
60 tons on one of 2>4 inches in diameter. This works on the 



Tools for Making Engine Repairs. 



207 



same principle as the piston rod starter, shown in Fig. 26^ and 
must be rigidly braced at G in order to hold it up to its work. 
Another device, shown in Fig. yy, uses gunpowder as a 
motive power. It can be made of a piece of car axle from 
10 inches to 14 inches long, bored out to a diameter of 
about 2 inches until within 2 inches of one end. A touch 
hole at the breech and a venthole near the nozzle complete 
the gun. The projectile is a plug slipping easily into the 
hole, flat at one end and rounded at the other, where it 
strikes the blow. With a light charge of powder this plug 




Fig. jj. — Cannon B01.T Starter. 



is blown against the refractory bolt with a force sufficient 
to start it. 

Still another handy tool for doing this same work is the 
air ram shown in Fig. 78. It consists of a piece of 3-inch 
gas-pipe plugged at each end and turned off to slide easily 
in a light cast-iron base. Air is admitted through a half- 
inch pipe and is controlled by a plug cock. The ram is 
pushed down to the bottom of the base, as shown in the 
engraving. The cock is suddenly thrown wide open arid 
the air pressure admitted beneath. This forces out the 



208 



Locomotive Breakdowns. 



plug against the bolt and strikes a strong, sharp blow. 
This apparatus is easily made and is somewhat safer to use 
than the cannon, as no explosive is involved and repeated 
blows can be struck without removing it from its position. 

Q. In using ropes, cords, and chains for eifecting tem- 
porary repairs upon disabled locomotives, how can these be 
fastened? 

A. There are a great variety of knots and hitches that 




Fig. yS, — Air Ram i^or Removing Bolts. 



can be used for this purpose, a few of which are shown in 
Fig. 79. The underlying principle of all secure knots is 
that a part of the tension strands shall bear upon and hold 
the slack. The most common form of knot is the square or 
flat knot shown at ^. In this knot it will be noticed that the 
ends a and b lead out on the same side of the loops as the 



soL'^^s moT mo M,,r wrc^es timber mrcif 




GRA^f^y ^NOT 





SINGLE. OVERHAND H NOT FOR. NOOSE 





80WL/NE aLAC/<mLL ///TC/f 



H/TCH 






rtVO S/A/GLE OVERHAND^ STOPPER 



HOOK ON CHAJN LINK 






Fig. 79.— Common Knots axd Hitches. 



2IO Locomotive Breakdowns. 

standing parts c and d, A knot of this character will not 
slip and is readily untied. It so happens, however, that 
when unskilled hands attempt to tie this knot they frequently 
make what is known as a ''granny'' knot, shown at B. This 
is an unsafe knot and is apt to let go and run when a stress 
is put upon the standing parts. These two knots should 
be carefully compared and the difference between them 
noted. This will be seen to lie in the way in which the ends 
a and b lead off from the loops. In the square knots they 
are shown as leading off from the same side of the strand 
forming the loop as the standing parts c and d, whereas in 
the granny knot (B) they lead off from opposite sides. 

For the formation of a running noose the single over- 
hand C is a fairly good knot, though it is sometimes apt 
to slip. A better one is the hitch D, which should not be 
confused with two half hitches £, from which it differs 
in the same way that the square knot differs from the 
granny. The timber hitch F will also serve for a noose, but 
should only be depended upon where there is a good sur- 
face to bind the slack against the taut part. 

To tie a loop that will not slip there is nothing to com- 
pare with the bowline shown at G, This will not slip no 
matter how loosely it may be tied, nor will it jam under 
any stress. It is, therefore, always easily untied. It will 
be seen that the pull on the standing part b binds the free end 
a in the loop c. 

For fastening a standing or hoisting line to a hook the 
Blackwall hitch H is easily and quickly attached and is 
secure if properly done. Carelessness in making the turn 



Tools for Making Engine Repairs. 211 

will meet quick retribution by the letting go of the line. In 
addition to the square knot, A^ which may be used for fas- 
tening the ends of separate ropes together, two single over- 
hand knots as shown at / may be used. These bind each 
other tightly and are at the same time readily drawn apart 
and untied when it is desired to do so. 

It is sometimes necessary to make fast to a piece of 
standing rigging which is already hauled taut and which can- 
not in any way be used to form a portion of the knot. For 
this purpose a "stopper'' knot is used, as shown in /. The 
standing part a b serves as a taut line about which the stop- 
per is tied. The end c may then be made fast, and the 
standing part slackened away at b, when the stress will be 
carried down to c, and the standing part then becomes ac 
instead of a & as before. 

There are, in addition to these, innumerable other knots 
and splices, but the few here shown will answer for all or- 
dinary requirements. 

Splicing can only be learned by practice, and an instructor 
is almost indispensable. 

Chains can be tied in the same manner as ropes, in addi- 
tion to which a secure fastening can be made by placing a 
hook over a link as shown at K, 

It would be well for the engineman to make himself 
thoroughly familiar with these few simple forms of knots, 
learning the peculiarities of each, and studying the best 
means of applying them, so that when an emergency does 
arise and it becomes necessary to effect a fastening that 
will be secure in the shortest possible space of time, he may 



212 Locomotive Breakdowns. 

not find himself in the position of a novice who is un- 
able to tie a knot upon which absolute dependence can be 
placed. 

Q. How com, broken frames be welded without removing 
them from their position on the engine? 

A. For breaks in engine frames, whether the latter are 
of wrought-iron or steel castings, the major portion can be 
welded without removing them from their positions on the 
engine. This applies to breaks of the frame in the open. 
That is to say, where it is not in direct or close contact with 
other parts, as at the cylinders or near the firebox. It will 
be readily understood that when the break occurs at such 
points the frame must be removed. 

The method of doing the work is the same in principle in 
the several shops where it is undertaken, though it differs 
in detail. Oil is used as the heating fuel, and a small 
portable furnace is used to enclose the part to be repaired. 

An exceedingly efficient method that has been used on a 
large number of frames is to jack the fractured piece apart 
and slip a piece of iron about ^ inch thick into the open- 
ing so formed. This piece of metal should be laid in with 
the grain of the metal running in the same direction as that 
of the frame. It should also be allowed to project about 
^ inch beyond the frame on all four sides. A heavy bolt 
should then be fastened to the cylinder of the engine and run 
to a point beyond the break where the weld is to be made, 
and there made fast. 

The enclosing furnace is formed of a sheet metal casing 
made in halves and lined with firebrick. This is set down 



Tools for Making Engine Repairs. 213 

over the frame and bolted together. This furnace Is of 
such a size that, when shut, it leaves a space of about 5 
inches between the metal and the firebrick. It is also pro- 
vided with two peep holes through which the progress of the 
heating can be watched. 

As already stated the heating is done with oil and any one 
of the good burners upon the market can be used. 

When the frame and the filling piece at the place to be 
welded have been raised to a white heat the oil and air blast 
are shut off and the casing forming the furnace is knocked 
apart. The nut on the long bolt, previously referred to, is 




Fig. 80. — Diagram 01^ Framk We:i,d. 

then tightened, thus drawing the parts of the weld to- 
gether, and this is continued until the frame trams 5-16 inch 
more than the proper normal distance between two points, 
that should be established before the heating is begun. The 
projecting portion of the filling piece is then hammered 
down and the faces of the frame trimmed smooth and flush. 
When cool the bar will have shrunk back to its original 
length. 

Another method of making the weld is to scarf down the 
two parts, as shown at a and b of Fig. 80, and to lay on the 
two V pieces c and J, which should be of sufficient size to 
allow for hammering down. 



214 



Locomotive Breakdowns. 



One of the principal things to be looked to is to see 
that the furnace can be dropped down out of the way when 
the heating has been done, and that there is room in which 
to strike a blow to do the welding. A very convenient tool 
for doing this work is a pneumatic hammer weighing about 
35 pounds. It can be used for breaks in the pedestal and 
other parts where a ram cannot be worked. The latter, 
however, should be available for such heavy parts as the 




Fig. 8i. — Method gi^ Strengthening a Cracked Bridge. 



top and front rails. A ram suitable for this work should 
weigh about i,ooo pounds. 

Q. How can a cracked bridge be strengthened or re- 
paired? 

A. A very satisfactory way that has been used is shown 
in Fig. 8i. It consists in drilling in through the side walls 
and tapping through them as for a staybolt. Such a bolt 
is then run through and a nut screwed over it on each side 
of the cracked partition. These nuts serve to stay the 
cracked parts, and at the same time act as check nuts to 
prevent the bolt from turning. 



Tools for Making Engine Repairs. 



215 



Q. How can cracked driving wheel hubs he repaired? 

A. There are several ways of strengthening such broken 
parts. One is to shrink a band about the crank hub, which 
merely tends to hold the crank and center together, but is 
not particularly effective in preventing a further develop- 
ment of the crack. This method is shown in Fig. 82. 

Another method is to insert a dove-tailed driving piece 
in the face of the hub just above the crack, as Fig. 83 In 





Fig. ^2. — Bandkd 
Crank. 



Fig. 83. — Strengthened 
Crank, w^ith Dove- 
tailed Insert. 



this the piece a is let into the face of the crank just above 
the crack. The ends may be made 2 inches in diameter and 
the body connecting them about iyj[ inch. The body should 
be a trifle longer than the measured distance across the same 
on the crank when cold and the piece driven in hot. Its 
contraction will then draw the two sides together, close 
the crack and prevent its further development. The pocket 



2i6 Locomotive Breakdowns. 

for the reception of the piece should be slightly undercut 
and the piece itself dove-tailed so that there will be no 
tendency to fall out. This method can also be profitably 
used in other places about the engine where cracks have 
started in the cast-iron parts and it is desired to hold them 
together. 

Q. How can driving wheel tires he tightened without 
removing them from the center? 

A. A driving wheel tire frequently becomes loose at a 
distance from the shops where it is of the first importance 
that it should be tightened without delay. This can be done 
without removing the wheels or even taking down the main 
or side rods. The wheel should first be jacked up clear of 
the rails to a height of three or four inches, if possible, and 
the wheel guards, if there are any, removed. Pieces of tin 
or thin sheet iron should then be cut the width of the tire, 
and from i8 inches to 2 feet in length. These are to be 
slipped in between the tire and the center. In order that this 
may be done it will be necessary to expand the tire. To do 
the latter some heavy pieces of iron or steel should be used* 
The most convenient thing will be a section of an old driv- 
ing wheel tire. A heavy slab or a piece of old rail bent to 
the curvature of the tire may be used. It is well to have 
four such pieces. They should be heated to a bright red 
heat and laid on top of the tire and beneath it until the latter 
has been expanded sufficiently to permit the strips of thin 
metal to be slipped in between the tire and the center. Of 
course this work will be greatly simplified where a gasoline 
tire-heater is available. 



CHAPTER XVI. 
Air Brake Troubles. 

Q. What are some of the principal causes of trouble with 
the air brake apparatus likely to be encountered upon the 
road? 

A. The failure of the pump, the driver brakes and the 
tender brake. 

Q, Where are troubles likely to occur in the air brake 
pump mechanism? 

A. In the air cyHnder the valves are not likely to get 
out of order. The most serious trouble is that due to a 
breakage of the same. If it is an inlet valve (i), Fig. 84, 
of the eight-inch Westinghouse pump, the pump will not 
necessarily be crippled but may continue to work single 
acting. That is, it will do all of the compressing in one 
end of the cylinder, while air is merely churned in and out 
of the other end through the passage left clear by the broken 
valve. 

If a delivery valve (2) breaks practically the same con- 
ditions prevail as before, except that compressed air is 
churned in and out of that end of the cylinder where the 
break has occurred. The result of both of these conditions 
will be that the pump will make one quick and one slow 
stroke, with the difference that in the case of the broken 
suction valve the quick stroke will be toward the broken 
valve, while in the case of the disabled delivery valve the 
quick stroke will be away from it. In each case the pump 

217 



2l8 



Locomotive Breakdowns, 



will take twice as long to pump up a pressure in the reservoir 
and train pipe as would be required were it in perfect work- 




FiG. 84. — Eight-Inch Wkstinghousej Air Pump. 



ing order. The defect should be remedied immediately upon 
arrival at the terminal. 

These defects can be detected by an examination of the 
suction opening. The air will be drawn in on the slow 



Air Brake Troubles. 219 

stroke when a delivery valve is out of action, and there will 
be no movement on the quick stroke. 

In the case of the disabled suction valve, there will be 
an indraft of air on the slow stroke with a flutter and slight 
blow back on the quick. These defects will not serve, how- 
ever, to cripple the engine nor need they necessarily nullify 
the action of the air brake. 

In the steam cylinder those parts most liable to derange- 
ment are the pieces composing the valve motion. 

When packing rings of the main valve (3) have become 
worn, they may cause a blow into the exhaust which should 
be remedied by replacing them at the first terminal. A more 
annoying failure occurs when the nut (4) on the valve stem 
on top of the main valve works off. This will cause the 
pump to stop and the remedy lies in the removal of the main 
valve and replacing it. 

The stem (5) of the reversing piston is also apt to break. 
The result of this may or may not be the stopping of the 
pump. The latter will run all right until the reversing pis- 
ton (6) becomes tilted and binds in the cylinder. When 
this occurs the pump can sometimes be started again by rap- 
ping the valve case with a hammer so as to jar the piston 
loose. 

The stem (7) of the reversing valve is also liable to 
give trouble. If the shoulder (8) or button (9) becomes 
worn or battered the pump will be apt to pound. In case 
the stem is bent it may bear so hard against the reversing 
plate (10) as to cause reversal before the end of the 



220 Locomotive Breakdowns. 

stroke is reached. Straightening the rod will remedy this 
difficulty, and this should be done at the end of the run. 

Any of these defects may cause the pump to stop, but 
such failure can frequently be remedied by rapping the shell 
or valve case, with the exception of a loose nut (4) on top 
of the piston. In that case the stoppage is apt to be per- 
manent and the remedy as already stated lies in the replace- 
ment of the nut. 

A complete stoppage may also be caused by the breakage 
of the stop pin (ii). This allows the main valve to move 
down so far that the packing rings of the small piston (12) 
catch beneath the bushing and thus hold everything in that 
position. This is a troublesome defect to remedy, and had 
best be postponed until the shops are reached unless it can 
be jarred loose by rapping on the casing, as may sometimes 
be done. A rough way of doing it, however, will be to 
take off the cyHnder head and pull the valve out by sheer 
force, and then put a pin or block in place to prevent the 
valve from traveling as far again. 

Sometimes oil works in through the pump and lodges in 
the small passage (13) leading from the reversing valve to 
the top of the reversing piston. When this passage be- 
comes stopped entirely, reversal is impossible, and the pump 
stops. This defect usually gives ample warning by the slow 
reversal of the pump and it should be cleaned out before it 
is closed entirely. 

Q. What troubles are likely to occur with a nine-and-a- 
half -inch air pump? 

A. This pump is shown in section parallel and trans- 



Air Brake Troubles. 



221 



verse to the center line of the boiler in Fig. 85. The mechan- 
ism of the air cylinder is essentially the same as that of the 
eight-inch pump considered in the previous question and is 
subject to the same troubles. The reversing valve is also 
m.oved bv the sam.e arrano:ement of stem with a shoulder and 





Fig. 85. — Xine-and-Oxe-Half-Inch Westinghouse 
Air Pump. 



222 Locomotive Breakdowns. 

button, and is liable to the same disorders, which call for the 
same remedies. 

The reversing valve and main valves are, however, differ- 
ent. They are enclosed in a casing on the cylinder head 
where they are readily accessible for inspection and re- 
pairs. The construction is such that there is little or no 
likelihood of failure. The principal disabling accident that 
may occur is the working off of the nuts (i) on the valve 
stem, allowing it to be pulled out of the small piston (2) 
when the large one (3) is moved to the right. This at once 
stops the pump. 

The remedy will be to remove the left-hand head (4) and 
replace the nuts. The whole valve motion of this pump 
lends itself very readily to repairs in that it is all attached 
to the top cyHnder head and can be removed and another 
substituted as recommended in certain instances in the 
answer to the next question. 

Q. Wha^ recommendation can he made to enable an 
engmeer to remedy air brake failures with the utmost dis- 
patch? 

A. He should make himself thoroughly familiar with all 
parts of the mechanism so as to be able to locate any failure 
or threatened failure at once. If the trouble is of such a 
character that a remedy cannot be applied upon the road, it 
is frequently possible to run until an engine on an inferior 
train is met, that is equipped with a similar apparatus, when 
an exchange can be quickly effected by the substitution of a 
perfect for an imperfect part. 



Air Brake Troubles. 223 

Q. What should be done in case of a failure of the tender 
brake? 

A. The brake should be cut out and the train hauled to 
the end of the division without any delay. 

Q, What should be done in case of the failure of the 
driver brakes? 

A. The brake should be cut out as in the case of the ten- 
der brake and no delay caused, as suggested in the answer 
to the previous question. 

Q, What should be done in case one or more of the 
connections of the driver or tender brake should be broken? 

A. As these parts are subjected to considerable strain 
and as the operation of the engine is not dependent upon 
them, it is inadvisable to spend time in trying to effect re- 
pairs upon the road. The proper course to pursue is to re- 
move all of the broken parts and those that are liable to fall 
or give trouble, cut out the brake upon which the failure has 
occurred, and proceed. 

Q, What is usually the cause of overheating of the air 
cylinders of an air pump, and how can it be remedied? 

A. The most common cause of heating of these cylinders 
is a leak of the delivery valves whereby air already under 
compression enters the cylinder with the suction. This air 
is not only itself at a higher temperature than the outside 
free air, but tends to raise the normal pressure during the 
early portions of the stroke. Both of these elements tend 
to raise the temperature of compression and thus produce 
overheating. 

The final remedy for this will of course be to stop the 



^24 Locomotive Breakdowns. 

leak. On the road the emergency remedy will be to run 
the pump as slowly as possible. The efficiency of this de- 
pends not upon the basis that any less heat is produced per 
stroke than before, but that a longer time is occupied in its 
production, thus giving the metal of the cylinder more time 
to carry it off and radiate it into the air. Such overheating 
should be reported at the terminal.' 

Q. What are some of the causes of an uneven stroke of 
the air pump? 

A. A badly worn valve motion; wear of the reversing 
parts and leakage either at the suction or discharged valves. 
As these are matters that necessitate shop repairs nothing 
can or need be done upon the road to remedy them. 

Q. What should he done to start an air pump if it stops 
without this being due to the action of the governor? 

A. It should first be tapped lightly on the nut over the 
reversing piston, and then at the base of the main valve 
casing if it is an eight-inch pump. 

Should this fail to have the desired effect, the throttle 
^ should be closed and kept in that condition until the steam 
contained in the piping and cylinder has had a chance to 
condense. Then open the throttle wide and quickly. The 
entering steam then strikes what practically amounts to a 
blow upon the motionless parts and may thus start them. If 
this does have the desired effect, the throttle should be kept 
open somewhat wider than had been the practice before. 

If the closing and opening of the throttle merely causes 
the pump to make one up-and-down stroke and this is re- 
peated at each successive trial, it indicates that the reversing 



Air Brake Troubles. 225 

valve lever Is not moved to its lower position. If an ex- 
amination shows that the trouble does not lie in these parts 
and a removal of the lower head of the air cylinder fails to 
show it, then an examination should be made to determine 
whether steam is reaching the cylinder or not. 

The recommendation of the Association of Railroad Air 
Brake Men on this point is that if it is ''either a 9^-inch or 
duplex pump, this can be ascertained by opening the drain 
cock between the governor and the main steam valve. If it 
Is a 6-inch or 8-inch pump, and the governor is connected 
to the train-pipe pressure, close the cock beneath the brake 
Talve or back of tender. Place the brake valve handle in the 
service application position, and if, when the train-pipe pres- 
sure is reduced or entirely discharged, the pump starts, the 
trouble lies with the governor. "Where the governor is con- 
nected to the main reservoir, cut out as before, and, without 
previously discharging any pressure, disconnect the air pipe 
union on the governor. If the pump then starts it indicates 
that the fault is with the governor. In either instance re- 
move the top of the governor and clean the diaphragm 
Talve and seat ; the former having evidently been held open 
ty some obstruction. In no case should the adjusting nut 
of the governor be screwed down, as by so doing the dia- 
phragm, its valve, and the seat of the latter may be ruined. 
Rare instances are known where the governor or piston 
tound at the lower end of its stroke and would not raise on 
the pressure being reduced. To test for this, after the air 
pressure is removed, jar the steam pipe near the governor. 



226 Locomotive Breakdowns, 

In all of these governor tests the pump throttle should be 
kept open/' 

If it has been found that steam reaches the pump it is 
quite possible that the packing rings of the lower end of the 
main valve are caught beneath the bushing, when the case 
should be handled as detailed in the answer on page 219. 

Q. What should be done in case the air brakes are ap- 
plied from some unknown cause? 

A. The following rule has been formulated by the com- 
mittee of the Master Mechanics' and Master Car Builders' 
Associations covering this point: "If it is found that the 
train is dragging at any time without a rapid fall of the 
black pointer, move the handle of the engineer's valve into 
the full release position for a few seconds, and then return 
it to the running position. 

"If, hov/ever, the brakes go on suddenly with a fall of the 
black pointer, it is evidence that: a conductor's valve has 
been opened; a hose has burst or other serious leak has 
occurred, or the train has parted. 

"In such an event, place the handle of the engineer's valve 
in the lap position immediately to prevent an escape of air 
from the main reservoir, and leave it there until the train 
has stopped, the brake apparatus has been examined and a 
signal to release been given." 



CHAPTER XVII. 
Aid to the Injured. 

Q. Wh^t are some of the things that it is desirable rail- 
road men should know in order to relieve distress due to 
accidents f 

A. They should know how to revive a man who is un- 
conscious, how to stop bleeding, how to apply bandages, how 
to treat burns and scalds, and how to carry a person who is 
unconscious or disabled. 

Q. How should an unconscious man be treated? 

A. The unconscious patients who will require the atten- 
tion of railroad men will be those who are rendered so by 
accidents, resulting in shocks or concussions or extensive 
burns, and it is to be understood that unconsciousness only 
resulting from these causes will be considered. 

The object of the treatment will be to produce a reaction 
which may be ushered in by vomiting, accompanied by a 
stronger pulse and a return of color to the face. The patient 
should, therefore, be wrapped in blankets and rubbing be 
applied to the arms and legs while, if possible, hot water 
bottles should be put against the feet and between the 
thighs. The patient should, of course, be placed in a re- 
cumbent position with the head quite low. 

If he is able to swallow, small quantities of hot stimu- 
lants, such as whiskey or brandy, should be administered 
quite frequently until the reaction takes place, after which 

227 



228 Locomotive Breakdowns. 

the quantity should be curtailed, as an excessive use of stimu- 
lants will be injurious. 

If the state of unconsciousness continues, artificial respira- 
tion should be resorted to. The method to be pursued is 
as follows : 

'Tay the patient flat on his back, loosen all tight clothing 
about the neck, chest, and abdomen, and loosen the suspen- 
ders, place a block or hard pillow under the patient's shoul- 
ders (in order to raise the chest, extend the neck and throw 
the head back), draw forward the tongue and get an assis- 
tant to hold it in the corner of a handkerchief between the 
thumb and finger; if unassisted, fasten the tongue around 
the chin by an india rubber band or a piece of string. 

''Now kneel at the patient's head; take hold of his arms 
above the elbows and carry them well over the head as far 
back as they will go; this will have the effect of expanding 
the chest. Hold the arms in this position for two seconds, 
then bring them down against the ribs, cross the forearms 
over the pit of the stomach, and kneeling forward, make 
steady pressure upon the sides and front of the chest. Keep 
up this pressure for two seconds. This will have the ieffect 
of expelling the air from the chest. 

''Repeat the above movements carefully and deliberately 
about fifteen times a minute till the natural respiration be- 
comes established. This will be indicated by the patient 
beginning to take short gasps. Then cease the movements, 
but watch the patient carefully for some time, as the respira- 
tion, after being once established, is again liable to fail and 
may have to be restored. 



Aid to the Injured. 229 

"If the expansion and compression of the chest are ef- 
ficiently performed the flow of air in and out of the throat 
can be distinctly heard/' 

Q. What should be done for bleeding f 

A. There are three kinds of bleeding, and each requires 
a somewhat different treatment. These are capillary, venous, 
and arterial bleeding. The first is the least dangerous of 
the three, and is characterized by the oozing of the blood 
from the whole surface of the wound. The treatment to be 
applied is to first expose the wound to the air and then 
apply pressure so as to close the small vessels from which 
the blood is escaping. The usual method is to apply a 
bandage with clean lint beneath. Linen is preferable to 
cotton for this purpose. If this does not stop it something 
should be done to coagulate the blood, which will thus seal 
the vessels. The wound may be washed with cold water or 
with hot whose temperature is about 115 degrees Fahr. Or 
the part may first be dried and a little salt sprinkled over it. 
Care should be taken not to apply too much of the latter, 
as an excess will injure the tissues. 

In venous bleeding the blood is of a darker color than 
in either capillary or arterial bleeding, and flows in a con- 
tinuous stream. It comes from a vessel leading to the ex- 
tremities of the Hmbs. 

The bleeding part should be elevated if possible so that it 
is higher than the heart ; all restrictions preventing the back- 
ward flow of blood to the heart, such as garters, etc., 
should be removed. With clean hands a pressure should 
first be applied directly to the surface of the wound, and it 



230 Locomotive Breakdowns. 

should then be bandaged with a clean pad. The wounded 
part should be kept elevated for some time, even after the 
bleeding has stopped. 

Arterial bleeding is the most serious of the three, as it 
offers a direct outlet from the heart and prompt action will 
be required. Its characteristics are that the blood is of a 
bright scarlet color and that it may issue in spurts cor- 
responding to the beat of the heart. This last may be scarcely 
apparent to the eye, however, as the wound may be of such 
a character that the flow of blood may be partly checked by 
the condition of the flesh. 

The bleeding may be stopped, as in the case of venous 
bleeding, by applying a pressure of the fingers to the wound. 
This may be done with one hand, while with the other the 
artery may be located by its pulse. It should then be pressed 
firmly against the bone with a sufficient force to stop the 
bleeding, but not to hurt the patient. When this has been 
done the pressure of the fingers can be replaced by bandages 
accomplishing the same results. These, of course, are to be 
placed between the wound and the heart. 

Q. How are bandages made and how should they be 
applied f 

A. There are two main forms of bandages that can be 
used for emergencies. One is triangular and the other a 
long strip. The former will be found to be by far the more 
convenient of the two as well as more readily obtainable. It 
is usually at hand in the form of a handkerchief, a white 
signal flag, or any. square piece of cloth that may be folded 
across the corners and either cut or left folded to form the 



Aid to the Injured. 



231 



triangular strip. To be most efficient it should measure 
about a yard along each edge. It will be advisable not to 
tear the square cloth into strips. It will be impossible to 
illustrate all possible applications of the triangular bandage, 
but a few examples are shown. Fig. 86 is an application to 
the head ; Fig. 87 shows the method of tying for the temples 





ViQ. 86. — AppIvICATion oi^ 
Triangular Bandag:^ 
to the^ Head. 



Fig. Sj, — Temple and Jaw 
Tied with Triangular 
Bandage. 



or jaws ; Fig. 88 represents the triangular bandage as used 
as a sling; and Fig. 89 represents it tied about the hand. 

In the tying of the bandage a reef or square knot should 
alw^ays be used, and a granny knot avoided. The former is 
easily untied and will not slip, w^hile the latter may fail at 
any moment, leaving the patient in a critical and dangerous 
position. 

The strip bandage is wound about the body or injured 



233 



Locomotive Breakdowns. 



part as shown in Fig. 90, which represents it applied to the 
hand where the latter has been burned, bruised, or sprained* 

Q. What is a tourniquet, and for what is it used? 

A. A tourniquet is a form of bandage so constructed 




Fig. 88. — TrianguIvAr Bandages Uskd as a Siting ani> 
About a Wounded Arm. 



that it will bring a pressure to bear upon the vein or artery 
to check the flow of blood, and, at the same time, not 
cause an undue pressure upon the other parts of the limb 
or body. 



Aid to the Injured. 



233 



It is made by placing some hard substance, such as a 
cork, or in case of need a small stone, in the folds of a 
bandage to act as a pad. A triangular bandage folded like 
a necktie ansv/ers the purpose admirably. This pad is placed 




Fig. 89. — TRIANGU1.AR Ban- 
daged Tied About the 
Hand. 




Fig. 90. — Wounded Hand 
Bandaged with a 
Strip Bandage. 




Fig. 91. — Tourniquet Applied to Limb. 



over the artery and the bandage is tied loosely over a soft 
pad placed on the other side of the limb. A bandage knotted 
firmly over it. The stick is then twisted around until the 
hard pad has compressed the artery and stopped the flow of 
blood. The end is then made fast by another pad, as shown 



234 Locomotive Breakdowns. 

in Fig. 91, which represents the application of the tourniquet 
to the thigh. 

Q, Hozv should burns and scalds he treated? 

A. The first thing to be done is to remove the clothing 
from the injured part. This should be done very gently, 
and the utmost care taken not to break any blisters. It 
should, therefore, be cut ofif and not dragged over the in- 
jured flesh. If any of it adheres to the body it should be 
first soaked in oil before attempting to remove it. If this 
will not free it the part should be immersed in warm water. 
In the case of extensive burns attend to only one portion of 
the body at a time. 

The bandages that are applied to the burned part should 
be soaked in a saturated solution of common washing soda 
in water or should be spread over with a mixture of equal 
parts of boracic acid ointment and vaseline. Under or- 
dinary conditions the washing soda will be more easily ob- 
tained than the boracic acid ointment and vaseline. 

Q. How can one person easily lift and carry another 
that is unconscious f 

A. The lifting of an unconscious person who is limp and 
helpless is a matter of extreme difficulty and becomes almost 
impossible if a straight lift is attempted on the part of the 
unskilled. It is, however, comparatively easy if what is 
known as the fireman's lift is used. 

For the following description of the fireman's lift, with 
the accompanying illustrations, acknowledgment is made 
to the ambulance handbook of Drs. Warwick and Tunstall : 

'^Kneeling down on both knees, first turn the patient face 



Aid to the Injured. 



235 



downward, straighten arms down by his sides, as in Fig. 
92, and take hold close up under each armpit, then raise the 




Fig. 92. — The: Fire:man's Lift, First Position. 

body as high as it can be lifted in that position, and allow 
it to rest on one of the knees as in Fig. 93, then shift the 
arms round the waist, and after interlocking the fingers lift 




Fig. 93.— The: Fireman's Lift, Second Position. 



the person to an upright position as in Fig. 94. After this 
take hold of the patient's right wrist with the left hand 
and bring his right arm round your neck, place your head 



236 



Locomotive Breakdowns. 




Fig. 94.— Thej Fireman's Fig. 95.— The; Fireman's I^ii^, 
Lift, Third Position. Fourth Position. 





Fig. 96.— Thi5 Fireman's Lift, Fifth and Finai, Position, 
WITH TH^ Patient on the: Shoui.de:rs. 



Aid to the Injured. 237 

beneath his body and drop into a stooping position; at the 
same time pass your right arm between or round the patient's 
legs, and bring his weight well on to the center of the back 
as in Fig. 95 ; then grasp the patient's right wrist with your 
right hand and, balancing the body on the shoulders, rise to 
the erect position of Fig. 96. 

'This method is applicable to a person who is in a state 
of unconsciousness, but in whom the extremities are unin- 
jured/' 

Where two or more persons are available to assist in the 
carrying the work is much simpler, as the body may be 
carried in the arms between two, or laid out upon a stretcher 
and this in turn carried by several. 



INDEX. 



PAGE 

Accidents^ preparation for 

emergencies and 17 

Air brake apparatus, causes 

of trouble with 217 

Applying from unknown 

causes 226 

Failures, remedying. . . . 222 
Air brake pump, cause of 
overheating of cylinder 

of 223 

Cause of uneven stroke 

of 224 

Starting defective 224 

Troubles with 9 1/2 -inch. . 220 

Troubles with the 217 

Axle, action to be taken with 

broken driving 78 

Broken tender 155 

Causes of heating of 

driving 163 

Hot tender or truck. . . . 164 
Of consolidation or mo- 
gul locomotive, remedy 

for broken 97 

Remedy for broken four- 
wheeled truck 95 

Running of engine with a 
broken truck 98 

Baldwin four-cylinder cross- 
compound locomotive. See 
Compound locomotive. 
Bandages, forms and applica- 
tions of 230 

Bearings, causes of hot 163 

Hot main axle 163 

Bell ringer, failure of 150 

Bleeding, stopping 229 

Blow in Vauclain compound 
locomotive, continuous . . . 197 
In Vauclain compound 
locomotive, location of 198 

Blow-off cock, clogged 112 

Blow of valve, detecting. .15, 16 
Blows, development of sud- 
den 17, 18 

Due to wear of piston 

packing, detection of. 65 
In two-cylfnder com- 
pound locomotive . . . 193 
In Vauclain compound 

locomotive 196 

Location of piston 17 



PAGE 

Boiler depreciation resulting 
in explosions, some causes 

of 122 

Deterioration due to ac- 
cumulation of scale, 
prevention of ....... 125 

Refilling 125 

Boilers to stand under press- 
ure, danger of allowing. . . 114 
Bolts, removal of partially 

sheared rod 66 

Starting tight 206 

Brake, broken connections to 

driver and tender 223 

Failure of tender 223 

Failures of driver 223 

Brasses, method of filing 

worn rod 166 

Necessity of having en- 
gine in tram for key- 
ing rod 172 

Breakdown, first duties in 

case of 11, 12, 156 

Bridge, action in case of a 

broken 18 

Detecting a broken 17 

Strengthening a cracked 214 
Bulged firebox sheet, action 

in case of 124 

Bulging of a firebox sheet, 

cause of 123 

Burns and scalds, treatment 

of 234 

Bushings in cylinders, method 

of putting 62 

In rebored cylinders, use 

of 61 

By-pass valve of Richmond 
compound locomotive, plug- 
ging 181 

Valves of Richmond com- 
pound locomotive stuck 

open 180 

Valves of Richmond com- 
pound locomotive stuck 
shut 181 

Cellaes of driving boxes, re- 
moval of 203 

Center casting, broken engine 
truck 102 

Center pin of pony truck, 
broken 102 



Index. 



239 



PAGE 

Check valve, cocked 140 

Knocked off 140 

Stuck open 139 

Compound locomotive, acci- 
dents to 174 

Accidents to intercept- 
ing valve of Rich- 
mond 174 

Accidents to intercepting 
valve of Schenectady, 185 

Apt to get out of order, 
special parts of .... 174 

Blows in two-cylinder. . 193 

Blows in Vauclain 196 

Broken auxiliary steam 
pipe of a 183 

Broken emergency valve 
of Richmond 179 

Broken equalizing valve 
of Vauclain 195 

Broken intercepting valve 
of Richmond.177, 178, 179 

Broken intercepting valve 
of Schenectady. ..187, 189 

Broken receiver of two- 
cylinder 182 

Broken valve of Bald- 
win four-cylinder cross 201 

Broken valve of tandem, 201 

Detection of leaky start- 
ing valve of Vauclain, 196 

Disabled cylinder of Vau- 
clain, 195 

Disabled side of Vau- 
clain 194 

Disconnecting two-cylin- 
der 192, 193 

Effect of leaky starting 
valve of Vauclain . . . 196 

Inequality of exhaust of 
Vauclain 197 

Leaks of intercepting 
valve of Richmond... 183 

Leaks of intercepting 
valve of Schenectady. 190 

Leaky piston rings in 
two-cylinder 193 

Leaky valves in two-cyl- 
inder 194 

Location of blow in 
Vauclain 198 

Open, objection to fast 
running with emergen- 
cy valve of Richmond, 177 

Plugging by-pass valve of 
Richmond 181 

Repairing and readjust- 
ing intercepting valve 
of Richmond 178 

Stuck closed, intercept- 
ing valve of Richmond, 176 

Stuck closed, intercept- 



PAGE 

Compound locomotive : 

ing valve of two-cylin- 
der 185 

Stuck open, by-pass 

valves of Richmond. . . 180 
Stuck open, emergency 

valve of Richmond... 177 
Stuck open, emergency 

valve of Schenectady, 191 
Stuck open, intercepting 

valve of Richmond. . . 175 
Stuck open, intercepting 

valve of Schenectady. 185 
Stuck shut, by-pass valve 

of Richmond 181 

Stuck shut, emergency 

valve of Richmond . . 177 
Stuck shut, intercepting 

valve of Schenectady. 185 
Treatment of breakage of 
pistons, valves and 
crossheads of four-cyl- 
inder cross 200 

Use of one cylinder of 

pair in Baldwin cross. 201 
Working one side of two- 
cylinder 192 

Connecting rod for discon- 
necting, holding a 203 

Inspection of side and. 77 
Remedy for a broken ... 70 
Set screws and key nuts, 

remedy for lost 71 

Strap, remedy for broken, 71 
Crank pin, cause of hot... 165 
Remedy for broken main, 72 
Crosshead gib, remedy for a 

broken 69 

Crosshead, method of block- 
ing 20 

Of four-cylinder cross- 
compound locomotives, 
treatment of breakage 

of 200 

Remedy for a broken ... 69 
Crownsheet, overheating of a 122 

Uncovered 110 

Cylinder cocks on disconnect- 
ed engine, adjustment of . . 60 

Cylinder head, broken 58 

Cause of broken 59 

Prevention of broken ... 59 
Cylinder of pair in Baldwin 
cross-compound locomotive, 

use of one 201 

Of Vauclain compound 
locomotive, disabled . . 195 

Remedy for broken 60 

Remedy for groaning in. 65 
Cylinders, cause of deteriora- 
tion of 61 

Cause of water in 108 



240 



Index. 



PAGE 

Cylinders : 

Method of reboring 61 

Use of bushings in re- 
bored 61 

Cylinder with broken front 
head, use of 58 

Dead Engine for towing, 

disconnecting a 167 

Pumping pressure into a, 157 
Deflector plate. See Dia- 
phragm. 

Derailed engine 157 

Deterioration of boiler sheets, 

effect of form on the 115 

Diaphragm, readjustment of 

a ... 129 

Disconnected, stopping with 

one side 168 

Disconnecting dead engine for 

towing 167 

Engine with disabled 

valve, method of.... 19 
Two-cylinder compou:nd 

locomotive 192, 193 

Drawbar between engine and 

tender, broken 153 

Driving box, best position for 

packing 172 

Brass, remedy for brok- 
en 85 

Cause of pounding of . . 87 

Effect of stuck 89 

On ten-wheeled engine, 
remedy for broken ... 86 

Remedy for broken 86 

Removal of cellar of . . . . 203 

Dry pipe, collapsed 126 

Difference between leaky 
throttle valve and. . . . 127 

EcCENTKic, broken 44 

Hot 48 

Eccentric rod, broken 43 

Slipped 44 

Eccentric, slipped . . . .45, 46, 47 

Eccentric strap, broken 45 

With the rods, necessity 

of removing the 48 

Emergencies and accidents, 

preparation for 17 

Emergency valve of Richmond 
compound locomotive, brok- 
en, 179 

Of Richmond compound 
locomotive open, objec- 
tion to fast running 

with 177 

Of Richmond compound 

locomotive stuck open. 177 
Of Richmond compound 
locomotive stuck shut. 177 



PAGE 

Emergency valve : 

Of Schenectady com- 
pound locomotive stuck 

open 191 

Equalizer, broken 103 

Injured 107 

Of mogul engine, broken 

cross 104 

Of mogul engine, broken 

intermediate 104 

Stand, broken 104 

Equalizing valves of Vauclain 
compound locomotive, 

broken 195 

Exhaust, causes of variations 28 
Issuing from side of 

stack, causes of 133 

Normal character of . . . . 27 
Of Vauclain compound 
locomotive, inequality 

of 197 

Pipe joints, location of 

leaky 113 

To fill the stack, failure 

of the 133 

Explosion, progressive action 

of a boiler 117 

Explosions, some causes of 
boiler depreciation result- 
ing in 122 

Some causes of locomo- 
tive boiler 120 

Source and magnitude of 
energy set free in boil- 
er 118 

Testing of hydrostatic 
pressure as a safeguard 

against boiler 119 

Extension rod, broken link . . 40 

FiEBBOX sheets, exposed.... 161 
Fire, method of extinguish- 
ing 161 

With water, danger of 

quenching 162 

Flue. See Tube. 

Foaming boiler, action to be 

taken with 109 

Detection of 108 

Difference between prim- 
ing and 108 

Of oily water, checking 

the 109 

Frame, broken engine 106 

Remedy for broken truck, 100 

Welding broken 212 

Frogs, forms of wrecking... 159 

Front, broken 132 

Fusible plug, melted 110 

Gauge Glass^ broken 148 

Cutting a 149 



Index. 



241 



PAGE 

Gauge glass : 

Indication of defect in.. 148 
Replacing a broken .... 149 
Gib, remedy of a broken cross- 
head 69 

Gland, broken valve stem or 

piston rod 24 

Grate with deep hopper ash- 
pan, broken drop 113 

With shallow ash-pan, 

broken drop 113 

Grooving of boiler plates, 

cause of 123 

Guide, remedy for a broken . . 67 

Remedy for hot 68 

Guide yoke, remedy for bent 
or broken 68 

Handhole plate, blown out . 124 
Headlight in high wind, light- 
ing a 205 

Heating of driving axles, 

cause of 163 

Hose, broken or burst 153 

Hot bearings, causes of 163 

With water, objections to 

cooling 165 

Hot crank pins, cause of . . . . 165 

Crosshead 164 

Eccentric strap 164 

Guides 164 

Main axle bearings .... 163 

Rod brass 163 

Tender or truck axle... 164 
Water to tank, objection 

to leakage of 140 

Hydrostatic pressure as a 
safeguard against boiler 

explosions, testing by 119 

Injector after failure, 

method of starting 137 

Failures 134, 138 

Failures, causes of 135 

Overflow, loss of water 

at 139 

Injured, details of aid to the, 227 
Inspection of side and con- 
necting rods 77 

Intercepting valve of Rich- 
mond compound locomotive, 

accidents to 174 

Of Richmond compound 
locomotive broken, 

177, 178, 179 
Of Richmond compound 

locomotive, leaks of. . 183 
Of Richmond compound 
locomotive, repairing 

and readjusting 178 

Of Richmond compound 



PAGE 

Intercepting valve : 

locomotive stuck 
closed 176 

Of Richmond compound 
locomotive stuck open, 175 

Of Schenectady com- 
pound locomotive, acci- 
dents to 184 

Of Schenectady com- 
pound locomotive, 
broken 187, 189 

Of Schenectady com- 
pound locomotive, 
leaks of 190 

Of Schenectady com- 
pound locomotive 
stuck open 185 

Of Schenectady com- 
pound locomotive stuck 
shut 185 

Of two-cylinder com- 
pound locomotive stuck 
closed 185 

Keying rod brasses, necessi- 
ty of having engine in 
tram for 172 

Key nuts, remedy for lost con- 
necting rod setscrews and. 71 

Knots and hitches 208 

Leaky pistons, characteristics 

of blows of 17 

Valve, location of ...15, 16 

Lifting arm broken 39 

Lifting shaft bracket, brok- 
en 40 

Broken 40 

Link block, broken 38 

Broken 37 

Disabled, variation of 

cut-ofle with one 39 

Extension rod, broken ... 4u 

Hanger, broken 39 

Motion, action of the... 48 

Saddle, broken 38 

Saddle pin, broken .... 88 
Lubricator, cause of irregular 
action of an automatic cyl- 
inder 147 

Failure of cylinder .145, 147 

Main Rod. See Connecting 
rod. 

Netting, clogged or broken . . 130 

Packing, adjustment of 

spring piston 66 

Driving box, best position 
for 172 



242 



Index. 



PAGE 

Packing : 

Effect of wear on tight- 
ness of split ring pis- 
ton 65 

Kings, remedy for brok- 
en metallic piston rod 

or valve stem 34 

Parallel rod. See Side rod. 
Petticoat pipe, readjustment 

of a 129 

Piston blows, location of . . . 17 

Broken 56 

Of tandem compound lo- 
comotive, broken . . . 202 
Packing, adjustment of 

spring 66 

Rings in two-cylinder 
compound locomotives, 

leaky 193 

Piston rod, broken 56 

From crosshead, difficulty 

of removing 57 

From crosshead, method 

of removing 57 

Gland, broken valve stem 

or 24 

Pistons, characteristics of 

blows of leaky 17 

Of four-cylinder cross- 
compound locomotives, 
treatment of breakage 

of •. . . 200 

Piston valves, method of 

testing 30 

Sticking, cause of 30 

Plates. See Sheets. 

Plugs, blown out 124 

Pounding in locomotives, 

cause of 169 

Of driving boxes, cause 

of 87 

Of driving boxes, remedy 

for 88 

Of driving boxes, varia- 
tion in 87 

Pound, locating a 171 

Pressure, danger of allowing 

boilers to stand under. . . . 114 
Priming and foaming, differ- 
ence between 108 

Boiler, action to be tak- 
en, with 109 

Pump, cause of overheating 
cylinder of air brake.... 223 
Cause of uneven stroke 

of air brake 224 

Failure 141 

Troubles with the air 

brake 217 

Troubles with 9% -inch 
air brake 220 



PAGE 

Reach Rod^ broken 41 

Receiver of two-cylinder com- 
pound locomotive, broken, 182 
Repairs with pressure on the 
boiler, danger of making, 116 

Reverse lever, broken 41 

Richmond compound locomo- 
tive. See Compound loco- 
motive. 

Rocker arm, broken 35 

Arm, setting valve in 
central position with 

broken 35 

Box, broken 36 

Pin, broken 36 

Rod bolts, removal of partial- 
ly sheared 66 

Brasses, method of filing 

worn 166 

Brasses, necessity of hav- 
ing engine in tram for 

keying 172 

Brass, hot 163 

Running gear, inspection of . . 97 

Safety valve broken off . . . . 127 
Sand on one side only, us- 
ing 168 

On slippery rails, use of, 156 
On slipping engine, use 

of 168 

Scalds, treatment of burns 

and 234 

Scale from injector tubes, re- 
moval of 140 

Prevention of boiler dete- 
rioration due to ac- 
cumulation of 125 

Schenectady compound loco- 
motive. See Compound lo- 
comotive. 
Setscrews and key nuts, rem- 
edy for lost connecting rod,' 71 
Sheet, action in the case of a 

cracked 116 

Blistered 117 

Effect of form on the de- 
terioration of boiler.. 115 

Exposed, firebox 161 

Side rod, action in case of 

broken sectional 74 

And connecting rods, in- 
spection of 77 

Cause of breakage of . . . . 74 

Keying 76 

Necessity of removing 

both 72 

On switching engines, 

running with broken. 75 
On tandem connected en- 
gine, breakage of ... . 73 



Index. 



243 



PAGE 

Side rod : 

Remedy for broken 72 

Snow, engine stalled in the. 166 
Spring against breaking, pro- 
tection of cracked driving, 91 
Broken engine truck .... 103 
Hanger, remedy for 

broken driving 91 

Hanger, remedy for brok- 
en truck 100 

Of ten-wheeled engine, 

blocking for broken ... 93 
Remedy for broken 

driving 93 

Stirrup, remedy for 

broken driving 91 

Stalled in the snow, engine . . 166 
Starting disconnected engine 
from near dead point .... 168 
Locked driving wheels. . 172 
Valve of Vauclain com- 
pound locomotive, de- 
tection of leaky 196 

Valve of Vauclain com- 
pound locomotive, ef- 
fect of leaky 196 

Staybolt breakages, location 

of 121 

Detection of broken .... 121 
Steam chest and cover, 

cause of breakage of 64 

Cover, remedy for broken 63 

Remedy for broken 62 

Prevention of broken. . . 64 

Steam gauge, defective 152 

Steam pipe, broken or burst 127 
Leaks in front end, 
proper time to inspect 

for 114 

Leaky 128 

Of a compound locomo- 
tive, broken auxiliary 183 
Detection of a leaky... 128 
Stopping with one side dis- 
connected 168 

Stop, making a quick 162 

Tank valve, disconnected . . . 155 
Throttle valve and dry pipe, 
difference between leaky . . 127 

Disconnected 126 

Leaky 127 

Tires, cause of loose driving 

wheel 84 

Detection of loose driv- 
ing wheel 84 

Distribution of engine 
weights with broken 

wheels and 83 

Loosening of driving 

wheel 84 

Remedy for broken driv- 
ing wheel 82, S:', 



PAGE 

Tourniquet, form and use of 

the 232 

Towing, disconnecting dead 

engine for 167 

Transom for four-wheeled 

engine truck, broken. . . 101 

Troubles, locomotive 12 

Truck, broken tender 154 

Frame on mogul or con- 
solidation engine, 
remedy for broken. . . 100 
Frame, remedy for 

broken 100 

Of consolidation or mo- 
gul locomotive, remov- 
al of 98 

Tube, leaky 110 

Unconscious, lifting and 

carrying the 234 

Treatment of the 227 

Valve, action in case of brok- 
en 20 

Detecting blow of... 15, 16 

Disconnected tank 155 

In central position with 
broken rocker arm, 

setting 35 

Lip broken 33 

Locating a dry 26 

Location of leaky. . . .15, 16 
Method of clamping. ... 18 
Motion defects, locating 27 
Of Baldwin four-cylin- 
der cross-compound 
locomotive, broken. . . 201 
Of four-cylinder cross- 
compound locomotive, 
treatment of breakage 

of 200 

Of tandem compound 

locomotive, broken . . 201 
Packing strip, detection 

of broken 24 

Remedy for a cocked... 27 
Seats, remedy for worn 30 
Valves, instruction for set- 
ting 48 

In two-cylinder com- 
pound locomotives, 

leaky 194 

Method of testing piston 30 

Remedy for worn 30 

Valve stem, action in case 

of a broken 22 

Detection of broken. ... 23 
Or piston rod gland, 

broken 24 

Valves sticking, cause of pis- 
ton 30 

Tests of general condi- 
tion of 28 



244 



Index. 



PAGE 

Valves : 

To move, tendency of 

disabled 32 

Wear of 29 

Wtien blocked, remedy 

for leaky 32 

Valve yoke, broken 22 

Detection of broken .... 23 
Vauclain compound locomo- 
tive. See Compound loco- 
motive. 

Watek glass. See Gauge 



In cylinders, cause of. . 108 
Wedge bolt, method of mend- 
ing broken 89 

Result of a broken .... 89 
Wedges, method of adjusting 

driving box 89 



PAGH 

Weights with broken wheels 
and tires, distribution of 

engine 83 

Wheel, broken engine truck. 101 

Broken tender 155 

Hubs, repairing cracked 

driving 215 

Remedy for broken driv- 
ing 81 

Wheels and tires, distribu- 
tion of engine weights with 

broken 83 

Danger of running back- 
ward with broken rear 155 
Starting locked driving. 172 

Whistle broken off 127 

Wrecking frogs, forms of . . . 159 
Wrist pin, remedy for a 
broken 70 



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expansion and the physical properties of air. Large 
octavo. 800 Pages. 600 illustrations. Fourth Edi- 
tion, Revised. Price ?5.00 

Miscox. Horseless Vehicles, Antotnobiles and Motor 
Cycles, Operated by Steam, Mydro-Carbon, Eiecirlc 
and JPneumatie Motors: 

The make-up and management of Automobile Ve- 
hicles of all kinds are treated. It also contains a com- 
plete list of the Automobile and Motor Manufacturers 
with their addresses as well as a list of patents issued 
since 1856 on the Automobile industry. Nineteen Chap- 
ters. Large 8vo. 316 illustrations. 460 Pages. Cloth. $3.00 
Siscox, Mecfoanieal Movements, Po^vers, I>6vices 
and Appliances I 

This is a new work on Illustrated Mechanics, Me- 
chanical Movements, Devices and Appl^rnces, cover- 
ing nearly the whole range of the pracLical and inven-- 
five field, for the use of Mechanics, inventors, Engi- 
neers, Draughtsmen, and ail others interested in any 
way in mechanics. Large 8vo. Over 400 Pages. 1,800 
Specially Made Illustrations, with Descriptive Text. 

Tenth Edition $3.00 

ISLveiitDr©5 Masiuali llo^;^ to Make a Patent Pay: 
This is a book designed as a guide to inventors in per- 
fecting their inventions, taking out their patents and 
disposing of them. 119 Pages. New Edition. Cloth. . $1.00 
Kranss. Liinear Perspective Self-Tauglit s 

The underlying principle by which objects may be 
correctly represented in perspective is clearly set forth 
in this book, everything relating to the subject is shown 
in suitable diagrams, accompanied by full explanations 

in the text. Price $2.50 

liCVan, Safety Valves; Tlieir History, Inveniion and 
Calculation: 

Illustrated by 69 Engravings. 151 Pages $1.50 

Parsell & We,id. Gas Iilngine Constructi^^n : 

A practical treatise describing the theory and prin- 
ciples of the action of gas engines of various types, 
and the design and construction of a half-horse power 
Gas engine, with illustrations of the work in actual 
progress, together with dimensioned working drawings, 
giving clearly the sizes of the various details. Second 
Edition Revised and Enlarged. 25 Chapters. Large 
8vo. Handsomely Illustrated and Bound. 300 Pages. $2.50 

Heagan^ Jr. Electrical Bngfneers^ and Students^ Chart 
aiid Handbook of the Brtifeh Are Ll^fht System : 

Illustrated. Bound in Cloth, with Celluloid Chart 
in Pocket. 8vo. -::ioth $1.00 



NORMAN W. HKNIvKY & CO. 'S PUBIylCATlONS. 

Sloane. Electricity Simplifl^d : 

The object of "Electricity Simplified" is to make the 
subject as plain as possible, and to show what the 
modern conception of electricity is. 158 Pages, Il- 
lustrated $1.00 

Sloane^ Mo^cir to become a Sueceggfiil l^lectriciai^ s 

It is the ambition of thousands of young and old to 
become electrical engineers. Not every one is pre- 
pared to spend several thousand dollars upon a col- 
lege course, even if the three or four years requisite are 
at their disposal. It is possible to become an electrical 
engineer without this sacrifice, and this work is de- 
signed to tell "How to Become a Successful Electric- 
ian," without the outlay usually spent in acquiring the 
profession. Twelfth Edition. Revised and Enlarged. 
200 Pages. Illustrated. Cloth $1.00 

Sloane, Aritl&iEietic of Elecf rlcity : 

A Practical Treatise on Electrical Calculations of 
all kinds, reduced to a series of rules, all of the sim- 
plest forms, and involving only ordinary arithmetic ; 
each rule illustrated by one or more practical prob- 
lems, with detailed solution of each one. Fourth Edi- 
tion. Illustrated. 138 Pages. Cloth $1.00 

Sloane. Ele^^tric Toy Making, ]>yiiaiiio Bnildln^ and 
liilectric Motor DoiastriictiiMis 

This work treats of the making at home of Electrical 
To>s, Electrical Apparatus, Motors, Dynamos and In- 
struments in general, and is designed to bring within 
the reach of young and old the manufacture of genuine 
and useful electrical appliances. Third Edition. Fully 

Illustrated. 140 Pages. Cloth $1.00 

Slo^n^. Kiabbep Hand Stamps and tlie Maiiipulation 
of India Miibl>©rs 
A practical treatise on the manufacture of all kinds 
of Rubber articles. 146 Pages. Second Edition. Cloth. $1.00 
Sloane. Idiquid Air a£id tlie Eilquefacttoii of &a^e^ : 
Containing the full theory of the subject, and giv- 
ing the entire history of liquefaction of gases, from the 
earliest times to the present. It shows how liquid air 
like water is carried hundreds of miles and is handled 
in open buckets. It tells what may be expected from 
it in the near future. 365 Pages, with many Illustra- 
tions. Handsomely bound in Buckram. Second Edi- 
tion $2.50 

Sloane. Standard Eleetricfsl dictionary s 

A practical handbook of reference, containing defini- 
tions of about 5,000 distinct words, terms and phrases. 
An entirely New Edition, brought up to date and great- 
ly enlarged. Complete, Concise. Convenient. 682 
Pages, 393 Illustrations. Handsomely bound in Cloth. 
8vo. $3.00 



NORMAN W. HKNI<e:Y & CO. 'S PUBI.I CATIONS. 



Us^lier. Tlie Modern Macliinii^t 5 

A practical treatise embracing the most approved 
methods of modern machine-shop practice, and the ap- 
plications of recent improved appliances, tools and 
devices for facilitating, duplicating and expediting the 
construction of machines and their parts. A new book 
from cover to cover. Third Edition. 257 Engravings. 
822 Pages. Cloth |2.50 

Van Dervoort, jnodern I^achine SIioi> Tools; Tbeir 
Coiistraciion, Operation and Manipulaiion^ Inciaa- 
ing Botli Hand and JUaclilne Xooa»: 

A new work treating the subject in a concise and 
comprehensive manner. A chapter on Gearing and Belt- 
ing, covering the more important cases, also the Trans- 
mission of Power by Shafting with formulas and ex- 
amples is included. This book is strictly up-to-date 
and is the most complete, concise and useful work ever 
published on this subject. Containing 550 Pages and 
673 Illustrations $4.00 

\rood^;?rortli. I>ies, Their Construction and Use for 
ilie Modern ^Forking of SkeeS Metals s 

A treatise upon the designing, constructing and use of 
tools, fixtures and devices, together with the man 
ner in which they should be used in the power 
press for the cheap and rapid production of sheet metal 
parts and articles. Comprising fundamental designs 
and practical points by which sheet metal parts may 
be produced at the minimum of cost to the maximum of 
output, together with special reference to the harden- 
ing and tempering of press tools, and to the classes 
of work which may be produced to the best advantage 
by the use of dies in the power press. Containing 
400 Pages. 500 Illustrations $3.00 

\FoodwortIi. Hardening, Tempering^, Annealing and 
Forging of Steel : 

A new book containing special directions for the suc- 
cessful hardening and tempering of all steel tools. 
Milling cutters, taps, thread dies, reamers, both solid 
and shell, hollow mills, punches and dies and all 
kinds of sheet-metal working tools, shear blades, saws, 
fine cutlery^.^and metal-cutting tools of all descriptions, 
as well as ^lor all implements of steel, both large and 
small, the simplest and most satisfactory hardening 
and tempering processes are presented. The uses to 
which the leading brands of steel may be adapted 
are concisely presented, and their treatment for work- 
ing under different conditions explained, as are also 
the special methods for the hardenina: and tempering 
of special brands. Containing 288 Pages, about 201 
Illustrations $2.50 



JUST PUBLISHED. 

Eighteenth Edition. Greatly Enlarged and Revised. 




AIR BRAKE 
CATECHISM. 



BY ROBERT H. BLACKALL. Air Brake Inspector and 
Instructor, Westinghouse Air Brake Co. 

312 Pages. Fully Illustrated and Containing Two Large 
Westinghouse Air Brake Educational Charts, Printed in 
Colors. PRICE, $2.00. 

ANEW t)Ook from cover to cover, being a complete 
study of the Westinghorse Air Brake equipment, and 
includes the latest devices and inventions used. All 
parts of the Air Brake, their troubies and peculiarities and a 
practical way to find and remedy them, are explained. 

This work is fully illustrated and contains TWO LARQB 
EDUCATIONAL CHARTS, PRINTED IN COLORS. 

Among the subjects treated in the book are : Beginnings 
of the Air Brake; Westinghouse Automatic Brake; Triple 
Valve; Plain Triple Valve; Function of the Triple Valve; 
Quick Action Triple Valve; Peculiarities and Troubles of the 
Triple Valve; Freight Equipment; Piston Travel; American 
Brake-Slack Adjuster; Westinghouse Retaining Valves; Main 
Reservoir; Westinghouse Engineer's Brake Valve; G 6 Brake 
Valve; Slide Valve Feed Valve; Feed Valve or Trainline 
Governor (Old Style); Engineer's Equalizing Reservoir or 
"Little Drum"; Westinghouse D 8 Engineer's Brake Valve; 
Comparison of G 6 and D 8 Engineer's Brake Valve; Westing- 
house Air Pumps; Nine and One- Half-Inch Pump; Eight Inch 
Pump; Nine and One-Half-Inch Pump, Rignt and Left Hand; 
Eleven-Inch Piimp; Westinghouse Pump Governors; The 
Sweeney Compressor; The Water Brake; Westinghouse Signal 
System; High-Speed Brake; Schedule U or High-Pressure 
Control ; Combined Automatic and Straight Air Duplex Main 
Reservoir Regulation; Appliances and Methods of Testing 
Triple Valves; Lubricants; Air Brake Recording Gauges; 
Train Inspection; Train Handling; Brake Tests; Piping; 
Cam Brake; Braking Power and Leverage; Cylinders to be 
Used on Different Vehicles; American Brake Leverage; Air 
Hose and Specifications; Rules and Formulae for Inspectors. 

OVER 1,500 QUESTIONS WITH THEIR ANSWERS. 

NORMAN W. HENLEY & CO., 

PUBLISHERS, 
132 NASSAU STREET, NEW YORK. 




JUST PUBLISHED. 
22d Edition. Greatly Enlarged. 

Locomotive Catechism 

OR 

How to Run a Locomotive. 
BY ROBERT GRIMSHAW. 
PRICE, $2.00 

THIS book commends itself at once to every Engineer and 
Fireman, and to all who are going in for examination, 
or promotion. 
In plain language, with fnll, complete answers, not only all 
the questions asked by the examining engineer are given, but 
those which the young and less experienced would ask the 
veteran, and which old hands ask as ''stickers." 

It is is a veritable Encyclopaedia of the Locomotive, is 
entirely free from mathematics, and thoroughly up to date. 
It contains Sixteen Hundred Questions with their Answers. 

PARTIAL TABLE OF CONTENTS. 

Definitions and Classifications ; The Boiler ; The Engine ; 
The Frame Running Gear ; Continuous Train Brakes ; Com- 
pound Engine ; Accidents and Emergencies; Boiler Flues; 
Boiler Attachments ; Dry Pipe and Throttle ; Steam Pipe ; 
Steam Chest ; Slide Valve ; Cylinder ; The Rods ; The Piston ; 
The Exhaust and its Signs ; Cross-head Crank Pins ; Filing, 
Fitting and Lining Brasses ; Compound Engines.— Containing 
Official Form of Examination of Firemen for Promotion and 
of Engineers for Employment. (143 questions answered in 
detail.) Many of the answers illustrated by engravings especially 
prepared therefor.— Nearly 450 Pages, over iiOO Illustrations, 
and 12 Large Folding Plates.— Bound in Cloth, Price J2.00. 



NORMAN W. HENLEY & CO., 

PUBLISHERS, 
132 NASSAU STREET, NEW YORK. 



mm 



RECENTLY PUBLISHED. 

A CATECfiISM ON THE 

Combustion of Coal 

AND THE PREVENTION OP SMOKE. 



A PRAOTICAIi TREATISE POR 

Engineers, Firemen and all others Interested in Fuel Econ- 
omy and the Suppression of Smoke from Stationary 
Steam Boiler Furnaces and from Locomotives. 

By WILLIAM M. BARR. M. B. 

AVTBOR OP "Boilers and Furnacbs," Etc., Bto. 
One Volume— 350 pages— 85 Engravings. 

PRICE, $tM 

This book has been prepared with special reference to the 

f:eneration of heat by the combustion of the common fuels 
ound in the United States, and deals particularly with the 
conditions necessary to the economic and smokeless combus- 
tion of bituminous coals in stationary and locomotive 
steam boilers. 

The method of treatment consists of a systematic and pro- 
gressive series of questions covering every detail relating to 
the combustion of fuels for the purpose of generating heat ; 
the answers to these questions are practical and direct, and to 
better illustrate certain subjects which could not otherwise be 
made clear, eighty-five engravings have been specially prepared 
which admirably supplement the answers to which they belong. 
CONTENTS 
Chap. I— Fuels. 

II— Some Elementary Data. 
Ill— Atmosphere. 
IV— Combustion. 
V— Products of Combustion. 
VI— Heat Developed by Combustion. 
VII— Fuel Analysis. 
VIII— Heating Power of Fuels. 
IX— Steam Generation. 

X— Stationary Furnace Details. 
XI— Locomotive Furnace Details. 
XII— Chimneys and Mechanical Draft. 
XIII— Spontaneous Combustion. 



NORMAN W. HENLEY & CO., 

PUBLISHERS, 
132 NASSAU STREET, NEW YORK. 



OCT 141903 



